RideFast June 2018 issue.compressed


SA's best motorcycle magazine






LESS 2%*!


JUNE 2018

Packed with gut-wrenching performance and equally

evil looks, this BEAST 2.0 clearly isn‘t for the faint

hearted. If you think you‘ve got what it takes, finance

your brand new KTM 1290 Super Duke R now at prime

less 2%* and challenge yourself to see what real

power and precision can feel like.






At Night

Foto: R. Schedl







* Promotion valid from 1 April 2018 to 30 June 2018 on all new, in-stock 1290 Super Duke R 2017 models, while stocks last, at all participating KTM dealers. All information with the

proviso that mistakes, printing, setting and typing errors may occur. Please consult your local dealer for further details. Terms and Conditions apply. Finance is subject to approval.

Initiation fee and service fee may be applicable. KTM Finance is a product of WesBank - a division of First Rand Bank Ltd. Registered Bank. An Authorised Financial Services and

Registered Credit Provider. NCRCP20.

F3 800 RC



Marc Marquez - the fastest rider on the planet!




JUNE 2018 RSA R35.00


Gezeigte Fahrszenen bitte nicht nachahmen, Schutzkleidung tragen und die anwendbaren Bestimmungen der Straßenverkehrsordnung beachten!

9 Die 772075 abgebildeten Fahrzeuge 405004 können in einzelnen Details vom Serienmodell abweichen und zeigen teilweise Sonderausstattung gegen Mehrpreis.



Rob Portman


082 782 8240


Kyle Lawrenson


071 684 4546





011 979 5035


Sheridan Morais

Brad Binder

Darryn Binder

Gerrit Erasmus

GP Fever.de

Eugene Liebenberg

Niel Philipson

The Singh

Mieke Oelofsen

Greg Moloney

Copyright © RideFast Magazine

All rights reserved. No part of this

publication may be reproduced,

distributed, or transmitted in any

form or by any means, including

photocopying, articles, or other

methods, without the prior written

permission of the publisher.


There is no better reality show on TV right now than

MotoGP. It has everything – drama, comedy, thrills, spills,

action and emotion – you would think it was scripted.

The season is not even near the halfway mark and there

has already been plenty talking points – none more so

than Marquez vs Rossi again. But let’s now move on

from that and talk about what’s happening off track

and who’s going where for 2019. So far we know that

Dovi is staying with Ducati for another two-years, never

doubted that would happen. Who will be joining him

on the second factory bike is still a question that needs

answering. Lorenzo is clearly not enjoying life on the

Italian machine. His high wage bill demands success

and Ducati are losing patience with his lack of results.

As I type this the decision to keep or get rid of him might

have already been made. Jack Miller looks favourite to

get the ride, but his current team-mate in the Pramac

Ducati squad, Danillio Petrucci, will think otherwise.

Petrucci has been on the Ducati for a number of years

now and has proved his worth with some top rides,

especially in wet conditions. His ride to 2nd place at

Le Mans in the dry was another sign that he should be

considered for the ride, him being an Italian is another.

But Ducati might be looking at Miller to bring the same

success as another Aussie, Casey Stoner. Either way I

do think Lorenzo’s time at Ducati is over and could see

either Miller or Petrucci on the 2nd factory bike. If it was

my choice, I would take Chaz Davies and put him on the

bike. I think he would be really good…

So, where would that leave Lorenzo? Not many choices

it must be said. Suzuki looked certain to sign him, but

now it looks as if that spot, if not already done, has gone

to Spanish sensation Joan Mir, who will partner Alex Rins

in the factory team for 2019 and 2020. Mir is the hottest

property in MotoGP right now and if Suzuki do manage

to get him, it will be a great signing, especially considering

he had a pre-signed contract with Repsol Honda who

had fi rst choice on him. Mir, like most though, I don’t think

would want to go and be in the same team as Marquez.

As long as Marquez is there, any and all riders will play

second fi ddle. Marquez is Honda’s blued-eyed boy and

will always get preferential treatment and why not, he

deserves it after all.

Mir’s move leaves Iannone without a ride, again that could

have changed as you read this, having been told by the

Suzuki team that his services are no longer required. Even

his two podiums so far this season have not been enough

to save him. Apparently, he is not the easiest man to work

with and that was Suzuki’s biggest reason for letting him

go. Scott Redding’s Aprilia ride seems to be the only

available seat for Iannone, which I don’t think would be

fi rst choice for the Maniac. Rumours around the paddock

are that he could rejoin the Ducati factory team, but I don’t

see that happening after what went on in the past – taking

out Dovi springs to mind.

The decision, if true, for Mir to choose Suzuki over

Repsol Honda will surely see Pedrosa keep his ride with

the factory squad. While he is not getting the results

now, Honda can always count on him to put in the odd

spectacular ride and pick up podiums and wins. Plus,

he is the perfect team-mate to Marquez. Doesn’t shout

his mouth off and just gets on with the job quietly in the

background. Why wouldn’t they want to keep him?

Cries from fans are for Crutchlow to take Dani’s ride, which

I think is a bit crazy. Yes, Cal is fast and I am a big fan, but

he is most of the time reckless and deep down I don’t

think he would want to go and compete against Marquez

in that team. He is in a team where all the focus is on him

and I think he will stay there, or at least I think he should.

So, who’s left then? Miguel Oliviera is set to make the

move up to the MotoGP class with the new Tech 3 KTM

team, which I am excited to see. Many of my mates are

saying they would like to see Brad Binder also make

the move up to partner Oliviera again, but I can tell you

now that won’t be happening. Brad will stay in Moto2

for another season and wants to make the move up

to MotoGP on a proven competitive package. Zarco’s

move to the Factory KTM team I think is a good one.

Again, he was offered the Repsol Honda ride but turned

it down not to play second to Marquez. He will have all

the attention on him at KTM and will help develop that

machine into a regular top 5 fi nisher in 2019, with the

odd podium thrown in. Once proven, I think Brad will

then consider making the move up to the MotoGP class

on the KTM, but for now will wait. Although, if the KTM

does start to shine, I think a certain number 93 could be

making the move there…

For now, Marquez is staying with Repsol Honda until

2020 at least, although I do still think he will be making

a move to KTM, possibly soon after that contract ends.

He has too, he cannot simply stay on one machine and

dominate forever. I, as would many, would love to see

him take on a new challenge and try win on another

manufacturer. MotoGP needs him to do that – he needs

to do that - to prove once and for all that he is indeed

one of the greats. Marquez is simply spectacular to

watch and for me is already one of the greats, the stats

prove that. Since his brain fade at the Argentinian GP,

Marquez has matured and looks to have more patience

in races and that is not a good sign for the rest. While

others seem to be cracking, Marc is getting the job done

and with ease. He seems to be the complete package

now, adding maturity to his already sublime skills.

In this issue, I am pleased to announce we have

managed to secure one of the voices of MotoGP, Mr

Matt Birt, as our offi cial MotoGP columnist going forward

and in his fi rst article he talks about Marquez and if there

is anyone, or anything that can stop him. It’s a great

article and I am excited to have Matt part of the team

and look forward to reading all his columns.

Ok, enough MotoGP talk let me quickly take you through

what’s in the magazine. Starting with our cover story,

where I had a once-in-a-lifetime experience of riding

around the Kyalami circuit at night. KTM launched their

new 790 Duke to the SA press and did so in spectacular

fashion, lighting up Kyalami, literally! It was a great launch

and KTM continues to surprise and produce mouthwatering

bikes for every rider to enjoy.

Staying with European manufactures and we fi nally got

The Singh to test Ducati’s new Panigale V4 superbike.

I have personally raved about the bike and was keen

to hear what the hard to please yeti had to say about

the red dragon. We managed to get the new V4 onto

Alain from Powerhouse Dyno’s top spec Dynojet dyno

to see just how powerful the beast really is. It never

disappointed – pushing out a mammoth 185hp, that’s

offi cially the strongest stock production bike Alain has

ever had on his dyno. To put it into perspective, the

supercharged Kawasaki Ninja H2 pushes out 190hp

while Clint Seller’s modifi ed championship winning

Yamaha R1 produces 173hp. This just proves once

again that Ducati’s decision to go with an 1100cc V4

motor was the right choice.

Speaking of Clint Seller, we feature the recent SuperGP

races held at the 2018 SA Bike Fest as well as a Q&A

session with the 5-time SA champ who went over to

France and took on one of the biggest challenges of his

career to date – the Le Mans 24 Hour.

On top of that we have some other great features and

tips for you to enjoy. So go do that!

As for me, I’m off to tick another big event off my bucket

list – Isle of Man TT, here I come!

Yes, I know, I’m a lucky bastard…

Cheers for now, Rob Portman


Contents JUNE 2018





















Photos: H. Mitterbauer, S. Romero


Take the excitement of KTM’s MotoGP race effort to the street, with a competitioninspired

KTM RC 390. Finance your new RC now and KTM will pay your deposit of

R 10,000.00 to celebrate KTM’s step into the world’s premier motorcycle race series.

Because it’s never been that easy to take our racing genes to the road*.

* Promotion valid from 1 April 2018 to 30 June 2018 on all new, in-stock RC 390 2017 models, while stocks last, at all participating KTM dealers. All information with the proviso that

mistakes, printing, setting and typing errors may occur. Please consult your local dealer for further details. Terms and Conditions apply. Finance is subject to approval. Initiation

fee and service fee may be applicable. KTM Finance is a product of WesBank - a division of First Rand Bank Ltd. Registered Bank. An Authorised Financial Services and Registered

Credit Provider. NCRCP20.


Harley-Davidson Bucherer Blue Edition

Making custom motorcycles,

especially using a Harley-

Davidson as a starting point, is

nothing we are not used to. But

having one tweaked in such a

way that it costs nearly $1.8

million, now that’s something

we don’t get to see every day.

Truth be told, it’s not the bike itself that

costs that much, but the diamonds that

adorn it.

Using a Softail Slim S as a basis, Swiss

custom motorcycle builder Bündnerbike

partnered with jewelry brand Bucherer

to create what the two call the Harley-

Davidson Bucherer Blue Edition.

It took the two companies around 2,500

hours to create this, or a little over three

months. Most of the time was spend fitting

no less than 360 diamonds on top of it.

But that’s not all Bucherer stuck onto

the bike. Even the screws that keep the

thing together have been gold-plated.

Look closer and you’ll even see two safes

integrated into the tank.

The price set at nearly 22.8 million Rand

makes it the most expensive motorcycle

ever built.

The title of the most expensive bike ever

sold went earlier this year to a 1951

Vincent Black Lightning, which shattered

all records by selling for $929,000 (11 mill

Rand) at a Bonhams auction in Las Vegas.

But that one at least is rideable on public

roads. It’s not very likely the same will

happen to the Softail.

It’s not clear what the two companies plan

to do with the bike, other then drawing

some benefits from the hype created when

it was presented this week. Apart from

having to be extremely wealthy, a potential

buyer would also have to have enough

confidence that a malicious someone will

not go stealing a gem or two.

And yes, it is blue, not the colour of choice

for bike builders. But since it is meant to

advertise Bucherer’s line of Blue Edition

watches, we’ll give the bike a pass.


Merge with Nature.


Shoei helmets are imported and distributed by AMP. To find your nearest Shoei dealer call 011 259 7750.




Loss of friction is one of a biker’s most dangerous enemies.

A small patch of tarmac with a different texture can often

mean the difference between life and death.

Experienced riders know that in most

cases the best reaction to a bike’s skid

or slide is no reaction. But knowing

and acting are not the same thing and

often, taken off guard, riders try to

overcorrect and end up crashing.

But what if an automated system

existed that would prevent the

motorcycle from skidding in the first


Parts specialist Bosch is currently

working on exactly this type of

solution. Assuming that a repulsion

force of equal power might be just the

thing needed to help the bike recover,

Bosch created something like a jet

thruster. Or, as they officially call it, the

skid mitigation system.

The equipment is exactly that: a

thruster nozzle fitted on each side of

the motorcycle, which activates when

a wheel slip is detected. When that

happens, compressed air from a small

canister is pushed through the nozzles,

and the bike gets back up again.

Bosch’s system is lightning fast, as

it works on the same principle as

airbags do in cars. That means the

thrusters are engaged the instant the

skid is detected.

Another thing the system takes from

airbags is the fact that it can only

be used once. It’s not clear how

the system would tell the difference

between a minor slip and CJ a major, Cycles

potentially life-threatening one, meaning

that if it activates randomly, it could do

more harm than good.

The size of the canister and other

required hardware make Renata. it usable only

on certain types of bikes, like the Ducati

Multistrada or the KTM Super Duke.

Please add;

The two models above are likely to get

the skid mitigation system as soon as

2020, but there’s no information yet

on how much it would add to both the

weight of the motorcycles or to the

price tag.


A new team have been added to the existing

Fire It Up! workshop squad to make sure that

motorcycles that qualify for their service plans

are worked on by passionate and energetic

technicians who share the same ethos and

values. Fire It Up! now have a team of over 8

technicians working furiously on every brand

using the world’s latest diagnostics.

Joining the team is:

Brendan Hilt - Workshop Manager

Roan Andersen - Technician

Janetta Mac Lean - Technician

Call 011 465 4591 to book your motorcycle in

now. All brands welcome.

Please take off the dealer list the following;

Republican Motor Spares

BMW Secunda

Kalahari Auto Force

Motos at Klerksdorp.

Smiths Motorcycles, Gauteng - 0832504538

Please amend;

Biketyre Warehouse to Bike Tyre Warehouse.

Automotorcycles to Auto Motorcycles.

Just Bike Tyre (Western Cape) Tel number is 021 981 8399


The massive multi-brand dealership out in the

East rand of Johannesburg have added two

new experienced faces to their line-up.

Samson Mahlanguand and Stuart Beeston

have joined the tyres and parts department. Call

them for all your needs on 011823 5830.





Best supersport tyre


Best supersport tyre


Best supersport tyre


Tyre of the Year

2016 - 2017

Best sport touring tyre





Dealers List: Gauteng: • Bikeshop Online-Suzuki East 011 918 7777/6666 (Boksburg) • Moto Tyres 011 918 3921 (Boksburg)

• Shimwells Yamaha 011 362 2182 (Boksburg) • Holeshot Motorcycles 011 823 5830 (Boksburg) • We Sell Parts 011 452 1602 (Edenvale)

• Tyre Man 011 811 3976 (Springs) • Bike Tyre Warehouse 011 205 0216 (Midrand) • Puzey-Bikers Warehouse 011 795 4122 (Randburg)

• Randburg Motorcycles 011 7926 829/6649 (Randburg) • Sandton Auto 011 676 6600 (Sandton) • Zeeman Suzuki 011 435 7177 (JHB South)

• Smith Motorcycles 083 250 4538 (Midrand) • Bavarian Motorcycles 012 643 1680 (Centurion) • Just Bike Tyre 010 007 4987 (Centurion)

• Suzuki Toy Store 012 653 1997 (Centurion) • Biking Accessories 012 342 7474 (Pretoria) • Zambezi Auto 012 523 3600 (PTA Zambezi)

• Just Biking 016 421 1153 / 082 820 9512 (Vereeniging)

Western Cape: • Danie Maritz Racing 082 4434572 (Killarney Gardens) • Trac Mac - Paarden Eiland 021 510 2258 / 071 1703 611 (Montague Gardens)

• Just Bike Tyre 021 981 8399 (Brackenfell) • Suzuki South 021 761 0157 / 021 797 2129 (Plumstead)

• Trac Mac -Wynberg 021 761 4220 (Wynberg) • Trac Mac - Bellville 021 945 3724/5 (Bellville)

Eastern Cape: • GP Motorcycles 823 591 864 (EL) • Speedyquip 041 484 1506 (PE) • Auto Motorcycles 041 581 1699 (PE)

KZN: • Perry Bikes 031 566 7411 (Durban) • Tazman Motorcycles 314 632 565 (Durban) • Suzuki Margate 039 314 9898 (Margate)

• RBS Yamaha 031 701 1311 (Pinetown) • Rocket Racing 031 702 2606 (Pinetown) • Midlands Motorcycle Tyres 083 229 7856/033 386 0679 (PMB)

• RIDE HIGH 035 789 1851 (Richards Bay) • SMG UMHLANGA 031 502 9800 (Umhlanga)

Other areas: • Eastview 013 757 6600 (Nelspruit) • Pitlane Motorcycle Accessories 013 755 2127/8 (Nelspruit)

• Speedbike Klerksdorp 082 829 8332 (Klerksdorp)

• Honda Wing Central 051 430 1237 (Bloem) • Pro Bike Suzuki 57 396 4828 (Welkom)

Discover more: 011 437-4699



KTM has arranged a new partnership with

WesBank to make their bikes even more accessible

to the motorcycling community. The iconic Austrian

brand can now offer customers tailor-made

finance packages for four KTM models in 2018.

The new KTM Finance partnership

secures competitive deals for the

consumer which enable buyers to

secure the bike of their dreams.

“We recognise the need for

affordable fi nance packages in the

biking segment,’ said WesBank.

“We’re pleased to announce our

partnership with KTM, and wish

our shared customers many happy

miles on two wheels.”

First up is the 125 Duke – an

entry-level machine perfect for

youngsters looking to ride in

style. Like its bigger counterparts,

the 125 Duke features an ultralightweight

trellis frame and

subframe to provide razor-sharp

control, but wrapped up in a

smaller package ideal for beginners

or commuters.

Next is the KTM RC 390, a midsize

street bike developed by the

same engineers and R&D team

behind KTM’s MotoGP programme.

Whether on a country road or a

racetrack, the 390’s Moto3 genes

are perceptible in its sporty look

and agile handling.

The deal also applies to KTM’s

Enduro machines, and buyers can

choose from a selection of EXC

4-strokes, all designed to cover a

wide variety of terrain with ease.

Last up is the 1290 Super Duke

R – KTM’s corner-carver with the

most powerful V-twin engine ever

muscled into a KTM street bike.

The Super Duke R features a host

of state-of-the-art rider assistance

systems, or as KTM calls them:

Grin Amplifi ers.

“Being faced with economic

challenges, it has become more

important than ever to make

motorcycling more affordable and

accessible. What better alternative for

the everyday commuter to be able

to beat traffi c, safe fuel and money

on their transport, all at the same

time! We have launched four different

KTM Finance options as a pilot

project, also including a prime less

2% fi nance option on our 4-stroke

EXC range in order not to neglect

our Offroad and Enduro clients. KTM

Finance offers are valid until 30 June

2018 at KTM dealers nationwide”,

says Franziska Brandl, Managing

Director of KTM South Africa.



Over the past couple of months, Metzeler SA ran a dealer incentive

where participating dealers could win a once-in-a-life-time trip to the Isle

of Man TT race.

The Isle of Man TT is an iconic motorcycle event and is on the Bucket

list for many enthusiasts, including us here at RF.

The Metzeler Village - Motorcycle Glamping

The guys will be staying at the Metzeler Village, which is basically a

camp site setup for the race week where tents are pitched up a stones

throw away from the actaully course. This will be the fi fth consecutive

year where Metzeler are pitching up their tents in the heart of the TT, at

the National Sports Centre in Douglas and prices start from just £22 per


The makeshift village located at Quarterbridge, just under 4km after the

Glencrutchery Road start line, is just walking distance from the track and

includes a host of handy facilities. From washing/shower facilities and

24h secure motorcycle parking, to free Wi-Fi and a chill-out zone with

satellite TV. There’s even an opportunity to take advantage of the sports

centres swimming pool and Spa facilities. And if you’re not sold already,

an infl atable bed and lantern are available free of charge to all guests.

If you’ve got a pair of Metzeler’s on your bike then they’ll even treat

you to breakfast. If not, you don’t have to sit outside in the rain but the

breakfast is discounted instead.

As a resident of the Metzeler village you will also gain exclusive access

to their sponsored TT riders, such as a certain 13-times winner, Ian


So if you’re planning on making the pilgrimage to the TT in 2019, the

METZELER VILLAGE is a great option - www.metzelervillage.com.

Metzeler SA have now selected the lucky dealers who will be heading

off on this epic adventure to the Isle of Man TT.

Congratulations to the Winners;

• Bruce De Kock - Bike Tyre Warehouse – Midrand

• Kevin Spratley – Trac-Mac – Bellville

• Dawie Roos – Just Bike Tyre – Centurion

• David De Roewe – Tyreman – Springs

• Boerje Prinsloo – Pro Bike - Welkom

• Pieter Visser – Bikeshop Online – Boksburg.

• Jerome Erskine – Speedyquip – Port Elizabeth.









Well done guys, you have earned it and deserve it.

Our editor Rob Portman will also be joining the lucky dealers on this trip

and will have a full run down of the event in the next issue.

For you dealers who missed out, watch out for Metzeler’s next incentive.

Do not miss out again!



This ARIETE HERITAGE program is made

up of Ariete models made at the time

between the 60’s and the 80’s, which

with their old fashion look are perfect

as accessories for all the cafe racer and

“special” motorcycles.

A wide variety of grips and goggles are

available for the cafe racer motorcycles

world. A perfect blend of classic retro and

modern day technology.

Nannini is a natural partner for Ariete and

these goggles display the same attention

to detail and choice of high quality materials

as the existing Ariete product range.

The new Ariete Heritage range is now

available in SA through the offi cial

importer who is Trickbitz. Contact them

now on 011 672 6599.


Offer valid till 30 June 2018!


R23 000.00 incl VAT when purchasing the GSX-R1000A L7

R28 000.00 incl VAT when purchasing the GSX-R1000R L7



Terms & conditions apply



Yup this is a bike mag, but we all drive at some stage and we got race vans and

towing bakkies, so it’s appropriate for sure.

Motul and OEM Lubricants chose the Motul Museum in Linksfi eld as the setting

for the launch of two new product ranges on Wednesday May 16th.

Motul announced two new product ranges which will be available immediately

in South Africa through OEM Lubricants.

The products in the new Motul Additives Range have been specially developed

to be added to fuel to restore and maintain engine performance and in some

cases improve it. Its purpose is to remove deposits from the fuel system and

the engine, leading to improved performance and economy, and reduced

environmental impact.

Motul’s new Fuel System Clean, Diesel System Clean, Valve and Injector Clean

Additives products have been formulated to clean the combustion chamber,

injectors, and fuel circuit, while DPF Clean has been developed to address the

issue of Diesel Particulate Filter system clogging.

Motul Additives Range includes products designed to fl ush the engine and

automatic transmission before an oil change. These products – Engine Clean

and Automatic Transmission Clean - were described as being able to clean any

components that come into contact with lubricant by removing deposits and

suspending them in the oil before it is removed from the engine or automatic

transmission during the lubricant change.

The Motul Additives Range

will be distributed in South

Africa – alongside the

complete range of Motul

Automotive lubricants – by

OEM Lubricants and will

also include Throttle Body

Clean and two coolant

additives (Radiator Clean

and Radiator Stop Leak).

A Polished Approach – the Lescot Care Range: keep your bakkie and

bike pretty pretty…

Lescot has more than 40 years’ experience in producing premium car care

products and accessories, formulated and designed to clean and protect both

the exterior and interior of the vehicle, including paintwork, glass, plastic and

chrome components. The quality of Lescot products has earned them a loyal

following among classic car collectors and discerning drivers around the world.

Lescot’s range includes Power Shampoo (a concentrated formula that cuts

through grease and road fi lm, protects paintwork and facilitates water run-off)

and All in One Polish, for bodywork renewal and protection and a glossy, eyecatching

fi nish.

Lescot also manufacture car care accessories including double-sided 100%

cotton washing mitts and the Flexi Hydro Blade for removing water after

washing. As a fi nishing touch, their Purifi er on Air spray replaces pet and

tobacco odours with that new car smell.

Lescot products will be available (again via OEM Lubricants) at selected

automotive retail stores across South Africa.

So – if you


use Motuls

products in your

bike – maybe

have a look at

this lot for your

bakkie too.


AWAY 2018

Suzuki’s 6th Annual Suzuki Weekend Away will

take place between 29th June to the 01 July 2018

at Hotel Numbi & Garden Suites in Mpumalanga.

All Bike makes are welcome and bookings are

done directly with Hotel Numbi & Garden Suites.

When booking quote Reservation number 193133.

Cost: R750 per person sharing per night

(R3000.00 per couple for the weekend)

R950.00 per single occupancy room per night

(R1900.00 per single room for the weekend)

Rate: Dinner, Bed & Breakfast Included

Contact: Michelle Conlon (Reservations) during

business hours

013 737 7301/2/3/4 or E-mail Reservations@


Once you have made your booking please E-mail

mbalin@suzukiauto.co.za with your Name, T-shirt

size and reservation number.

For more information contact Suzuki Auto South

Africa at (011) 574 1900 or e-mail mbalin@


Speaking of Suzuki Peeps….

One of our favourite sales peeps in the motorcycle

industry has changed colours and moved to the

busy Suzuki dealership at Bikers Warehouse in

Malibongwe Drive.

Helena Harrison “H” has been there, done that and

got a couple of tee shirts along the way.

Pop in and say hello, grab a cuppa and chat about

your next Suzuki. (011) 795-4122





For further information please call 011 444 4441 | email info@triumphbikes.co.za

www.triumph-motorcycles.co.za | Facebook- Triumph Motorcycles South Africa

Corner South & Dartfield Roads, Eastgate ext 13, Sandton



Occasionally, we do manage to get out of the

office and we get to visit some of the further

flung establishments around South Africa… This

month, we took a ride out to the Republic Of

Polokwane and met some very cool dealerships.

The major thrust in the area is Agricultural bikes

but there is a big road bike following and need,

which these dealers cater for.


RAD Polokwane is a fully Fledged Kawasaki

and SYM dealership. They stock a great variety

of accessories, have a fully geared workshop

and a great selection of used bikes.

The RAD link comes in with owner Eric’s deal

with parts and KTM stuff for the area.

Eric and his team are enthusiastic and really

helpful and they made us a great cup of coffee

so that we’d say that!.

RAD Polokwane (015) 297-0095.

KR Motorcycles

One of the longest established

motorcycle dealerships in the southern


This is one lot that just quietly gets on

with servicing the Polokwane community.

And it’s been there since 1974.

It’s a family business with Oom Kowie

Roux at the helm. They have always

stocked Honda and in 1981 they took

on the Yamaha Brand – and a bit later

Suzuki. Massive range available.

They have a huge parts division,

a decent selection of tyres and

accessories and a great selection of

generators, pumps, mowers and

other power products. Over the years,

they have also dealt in many marine

products and have a good range of

parts and know-how in the Marine

service centre.

Oom Kowies daughter Nicolette is

now starting to keep an eye on Dad

and the staff…

A great motorcycle family.

Kowie Roux - The Big Boss.

Nicolette is the big bosses boss. Fanie

Du Plessis and Roland Grobler are in

sales. Cillier Steekamp is the workshop

foreman. Tel (015) 297-32915.


If you are looking for something a little bit out of

the ordinary, then best you go along and meet

Christo from Grove Custom Cycles.

He’s one of those rare people who hand

crafts custom motorcycles. He’s responsible

for several high end custom bikes in SA…

fascinating. We feature one of his creations in

our next issue - a Custom Fireblade streetfighter.

A very interesting outfit that turns out amazing




On Thursday the 7th of July 2018,

something historic and very heroic will

happen. Three months ago our offroad

publication, Dirt and Trail, featured a

touching story of a man who back in

2005 lost not only his eye sight in a bike

crash, but also his wife. Jacob Kruger

has since been on a mission to get back

on a bike and ride. He has completed

his offroad training course and now sets

out to hit the track once again.

Suzuki SA have been out at Redstar

Raceway on a few occasions now with

Jacob, helping train him for the big day.

Please come out and show your support

for this man who just won’t give up.

Start time: 9am (Redstar Raceway)

Cost: R20 per adult. Free to under 12

All profits go to Guide Dogs and Action

For Blind and Disabled.

We as RideFast are proud to be the

official media partners for this event

and would like to thank all the other

sponsors involved to help make this

happen. Full feature in our July issue.






The term that causes most of the Industrial

community to sigh in frustration, it is widely

believed that Health and Safety Training is

nothing but a waste of time and company

resources. Veterans in this field share the

feeling, they have been operating in their

respective fields for most of their lives and

they do not need some Facilitator telling

them how to do their work when they have

a deadline in production or on a site.

While this is all true and understandable,

there is always something to be learned.

Here is how Health and Safety Training

could be not only beneficial to you and your

company but also to the wider community.

As with everything in life there are laws in

place for the protection of humanity, to

protect ourselves from others and from

external disasters. There are many such

laws and legislations in place that govern

the health and safety within the community.

The Department of Labour’s Occupational

Health and Safety Act 85 of 1993 outlines

these regulations and requirements clearly.

It is imperative to understand that there

is a difference between operating on

time and cost efficiency and operating by

considering the lives and wellbeing of your

workforce. We often deal with cases where

authorities allow their work force to cut

corners because they become confident in

the notion that “just this once” or “it won’t

happen to them, they know what they are

doing”. Unfortunately, accidents happen

no matter how skilled or practiced you

may be in a certain capacity. Also saving

money short term, may cost the company

in resources; time and lives long term.

Suppose an employee works with a

machine and there’s an incident, he is

injured and there are no safety measures

in place. Now there will be investigations

launched, a claim will be put in against the

company for compensation for the injured

party and his/her family. Should death

occur, the company and management

authorities could face both legal and

financial consequences. In severe cases

the company could be shut down and

the person responsible may even face

incarceration. All of which could have been

avoided if proper procedures were followed

and provisions were made.

Health and Safety Training creates the

unique opportunity to Improve Workforce

morale as they feel valued and cared for,

a positive workforce is more productive

therefore delivers quality service.

Health and Safety Training should be

perceived as an opportunity, not an

inconvenience. This opportunity stretches

out to the whole community, education

does not only have an affect on the

immediate learner but on the people

around them as well. If there is one open

mind that implements what they have

learned multiple lives are touched.

V&V Training and Bee-Safe Program

Development and Training understand that

the companies work on tight schedules,

yet also understand the importance of

comprehensive and quality training.

Their scope of Training extends from

baseline medicals, all the way to Complex

lifting equipment and machinery as well as

everything in between.

They take pride in being an Accredited

company with the relevant authorities,

rendering impeccable expert services for

your every need. The team has diverse

expertise and experience, they are

prepared for various situations and specific

requirements on a site to site basis.

They aim to deliver the best possible

service at affordable rates, comfortable

times and locations based upon your

needs as a client.

Their Most Common Courses on offer

are (but not limited to)

• First Aid Training

• Crane Licences

• Forklift Licences

• Health and Safety Courses

• Fire Fighting Training

• Working at Heights

• Scaffolding Training


• Baseline Medicals

And so much more on offer!

Know Safety, No Accidents!

We hope you will become part of the

change with them.

Tel: 011 914 3911 / 079 527 9542

Email: vaughnsafety@vodamail.co.za




to you by



Andrea Dovizioso will spend another two

years in the Ducati Corse squad, signing a

new two-year contract with the Italian team.

That Dovi would sign again with Ducati is

unsurprising, though the news took some

time to come to fruition, likely as last-year’s

MotoGP Championship runner-up wanted

a paycheck more in line with what he was

doing for Borgo Panigale.

This disparity comes because Andrea

Dovizioso was supposed to be the #2 rider

in the Ducati MotoGP team, playing second

fi ddle to Jorge Lorenzo, however that has

not been the reality.

The last two seasons have been diffi cult

going for Lorenzo, despite the massive

paycheck Ducati cut for the Spaniard, while

Dovizioso has shined and brought victory

after victory to Ducati Corse’s pit box,

though with meager reward.

Now fi nding amicable terms, Dovizioso

and Ducati are ready to continue their work

together – a smart move by both parties.

Ducati is Dovizioso’s best bet for a MotoGP

Championship title, and the same can be

said of the Italian rider for the Italian team.

The big question now is where Jorge

Lorenzo will land for the 2019 season, and

the answer is almost certainly not Ducati.

As such, Lorenzo is expect to fi nd himself

in the ECSTAR Suzuki garage, alongside

Alex Rins, who recently signed a new twoyear

deal as well.

That move would displace Andrea Iannone

however, who left Ducati for Suzuki. Could

we see a two-rider switch? It seems

unlikely. Iannone’s stock in the MotoGP

paddock has been dropping season after

season, as the rowdy rider only seems

capable of making results when the

moment suits him.

Those mercurial results come with Iannone’s

generally diffi cult personality and his even

more troublesome entourage. “Been there,

done that” could easily be Ducati’s response

to a return of the “Other Andrea”.

Instead, it is much more likely that we will

see Danilo Petrucci or Jack Miller in the

factory Ducati team, but such a move is far

from certain. Perhaps the most sought-after

seat in the paddock, it will be interesting

to see who teams up with Desmo Dovi for

2019 and onward.



At the Le Mans, Suzuki MotoGP

manager Davide Brivio did not hide the fact

that Joan Mir is one rider he had on his list of

potential future teammates for Alex Rins, whose

continued place on the team was confi rmed

ahead of the start of the French GP. Along with

young Mir on that list were the names of Andrea

Iannone and Jorge Lorenzo. In addition to these

three, there is a rider who will be Rins’ teammate

for the next two years …

Negotiations with Lorenzo’s representative have

been taking place for weeks, if not months,

but the Spanish rider’s economic expectations

and, more importantly, his attitude during these

conversations have cooled both the possibilities

and the “high” that the arrival of a star with

Lorenzo’s curriculum should generate.

Iannone is no longer an option. On the Sunday

after the Le Mans race, the rider from Vasto,

Italy was offi cially informed that the team was

negotiating with other riders “and that they

believed they would not be in a position to

make any offer, that it would be better to seek

accommodation elsewhere”. Iannone’s good

performances in the last few races did not serve

to expunge Andrea’s attitude since his arrival

among the ranks of Suzuki.

Finally there is the Mir option, which is a “rare”

bet – much in the style Suzuki. Nothing offi cial as

we send this mag to print, but sure as you read

this the deal has already been done.

Suzuki have done well to lure Mir onto their

bike, as he is one of the hottest properties in

MotoGP right now.

A Rins/Mir team would be a potent one, huge

talent but there would be some question marks.

Would this pair put the team out of the running

for the championship—due to their lack of

experience and “immaturity” in MotoGP—and

it would also mean making the engineers work

with two riders with little and no experience,

respectively, in developing a motorcycle … A

risky position without a doubt.

Mir had an agreement signed with Honda, when

he was in Moto3, for which the Japanese factory

had the right of fi rst refusal on any offer that he

may receive when he goes to MotoGP. Mir has

snubbed the opportunity to ride the Repsol

Honda, probably down to the fact he wouldn’t

want to play second fi ddle to Marquez... and

who would want to.


more confidence, in wet

and dry conditions, even

after 5000 KM *

even after 5 000

KM, experience

braking in the


Even after 5 000 KM, a MICHELIN Road tyre

stops as short as a brand new MICHELIN

Pilot Road 4 tyre* thanks to the evolutionary


With its dry grip, stability and best handling versus

its main competitors, thanks to MICHELIN’s

patented ACT+ casing technology, it offers even

more riding pleasure.***

* According to internal studies at Ladoux, the Michelin centre of excellence, under the supervision of an independent

witness, comparing MICHELIN Road 5 tyres used for 5 636 km with new and unworn MICHELIN Pilot Road 4 tyres.

** According to internal studies at Fontange, a Michelin test track, under the supervision of an independent witness,

comparing MICHELIN Road 5 tyres with METZELER Roadtec 01, DUNLOP Road Smart 3, CONTINENTAL Road

Attack 3, PIRELLI Angel GT and BRIDGESTONE T30 EVO tyres, in dimensions 120/70 ZR17 (front) and 180/55 ZR17

(rear) on Suzuki Bandit 1250

*** External tests conducted by the MTE Test Centre invoked by Michelin, comparing MICHELIN Road 5 tyres with MI

*** External tests conducted by the MTE Test Centre invoked by Michelin, comparing MICHELIN Road 5 tyres with MI-

CHELIN Pilot Road 4, METZELER Roadtec 01, DUNLOP Road Smart 3, CONTINENTAL Road Attack 3, PIRELLI

Angel GT and BRIDGESTONE T30 EVO tyres, in dimensions 120/70 ZR17 (front) and 180/55 ZR17 (rear) on a Kawasaki

Z900 giving best dry performance globally and #1 for Handling, #2 for Stability, #2 for Dry grip



to you by


After 42 years of absence from MotoGP,

MV Agusta confi rms their return to the

championship in 2019.

A four-year deal has been signed with the

Forward Racing team which will see them

competing in Moto2.

The new bike will start its testing phase in

July together with the new 765cc inline-three

engine from Triumph.

It’s been a while since we last saw or heard

the name MV Agusta being mentioned

in the MotoGP universe. After over 40

years of absence, the premium Italian bike

manufacturer has confi rmed their return to the

Grand Prix scene next season.

Joining forces with the Forward Racing team,

the joint effort will them competing in the

intermediate category that is Moto2. A fouryear

deal has been made between Forward

Racing and MV Agusta and their goal for 2019

is simple; to win the championship.

MV Agusta was a force to be reckoned with

back in the day especially with legendary rider,

Giacomo Agostini. From 1968 to 1972, MV



For over 100 years, the Isle of Man annually

gives itself heart and soul to the world of

motorcycling for the legendary Isle of Man TT

event, which this year takes place between

26th May and 8th June. For nine of those

years Motul has played an integral part as

Offi cial Lubricant Partner plus technical partner

to some of the fearless and skilful riders who

take part.

Taking place on an island located between

North West England and Northern Ireland, the

37-mile (60km) Snaefell Mountain road course

is challenging and rewarding for those who

get it right, and cruel and unforgiving for those

who don’t. A long series of bends, bumps,

jumps, stone walls, manhole covers and

telegraph poles are just some of the hazards

to be negotiated, conquered and ultimately

celebrated. There are seven main categories

which include Superbikes, sidecars and zeroemission

electric bikes.

A passionate brotherhood combines for the

benefi t of road and race

Motul will once again be supporting several

leading teams which will use the Motul Factory

Line range of products. Crucial among the

products will be the 100% synthetic 300V

engine oil and RBF 660 Brake Fluid, both of

which are key elements to the mechanical

reliability and performance needed to claim

victory in the TT’s different races.

The use of 300V here in the IOM TT event

directly helps develop the 7100 used on the

roads daily by bikers – many of whom will be

among the 45,000 strong crowd. An integral

part of its on-going two-wheel test and

development program, the complexity and

the duration of the event provides a perfect

backdrop for the research which forms Motul’s

products of tomorrow: ready for anything,

ready for the public at large.

Agusta won fi ve championships in a row in the

350cc and 500cc world championships.


It’ll be quite an interesting season next year as


the entire Moto2 fi eld will be using Triumph’s

latest 765cc inline-three engine. The engine Y

setup is something MV Agusta is very


familiar with and this will indeed give them a


major advantage coming into the season of


uncharted territories.

The new bike testing will begin in July. No CMY

riders have been confi rmed just yet for this


new endeavour.


RK Chains are imported and distributed by AMP. To find your

nearest RK Chains dealer call 011 259 7750 today.



Your One Stop Bike Buying Solution Store

Bike Buyers - a division of Fire It Up! - have

recently been voted as the leading ‘Bike

Buying’ platform in South Africa. Bike Buyers

was established in 2016 with the ethos of

‘The selling experience should be as good

as the buying experience! This philosophy

was created with the mindset that if you

are selling your motorcycle you should be

treated the same as a ‘buying customer’

and the same amount of passion, integrity

and honesty is applied when dealing with

At Bike Buyers we have adapted our

Bike Buying facility to suit all customer

requirements which are as follows:

• Instant cash payments – We evaluate

your motorcycle using accurate market

information and pay you on the spot.

• Guaranteed Consignment – For customers

who require more for their motorcycle than

the cash offer, Bike Buyers guarantees

higher value where we will guarantee your

bike ‘sold’ within 14 days or pay you the

higher amount. This is a very popular

option as Bike Buyers does not work on

a commission basis but rather works with

the customer to achieve the end result,

the motorcycle being sold! The motorcycle

is insured whilst on our fl oor and only

offered to approved customers. Payment is

guaranteed within 24hrs.

• Our unique ‘Put Your Bike On Show’ was

developed for customers who are in no

particular hurry to sell. These motorcycles

are valeted, insured and marketed on the

top platforms in South Africa and work hard

to assist the customer in achieving their

price. We do not work on a set commission

and again only offer the motorcycle

to approved clients. The motorcycle

is marketed on Instagram, Facebook,

Bikeshow, Autotrader to name a few.

Visit www.bikebuyers.co.za and see how

customers rate our experience. For an

evaluation or assistance call

James on 076 827

9676 or Zane on 083

280 1263.

every customer. Instead of misleading

customers with empty promises, we

offer accurate market information and

current market values. Currently Bike

Buyers has increased the size of its team

with dedicated evaluators, buyers and

drivers. The team have developed

a new bespoke evaluation App with

various partners which allows us to

offer our customers fast, reliable and

accurate information. All motorcycles

that are sold on behalf of customers are

insured and are only offered to approved

customers and we accept trade ins on

your motorcycle and also facilitate the

fi nance. A one stop shop.





2018 NINJA H2 SX R259 900 2018 ZX-10R KRT R229 900

R10 000






2018 Z900 RS SE R165 900






2018 Z650 R99 900




2018 NINJA 400 SE R79 900




2018 VERSYS 300 R76 900





Service Plan Includes:

• All Labour required to performed scheduled services.

• All scheduled services as per manufacturer.



• All oils and lubricants.

• Oil and Air Filters.

• Unlimited KM’s

Official SYM and AEON dealers

SALES TEAM: Berto 079 494 2404 / James 076 827 9676 / Kyle 074 617 7305 / Donovan 072 933 6525

LANDLINES: 011 465 4591 / 011 465 4212 / 011 465 5351 / 011 467 0737

Shop 3 & 4, Showroom on Leslie, Corner William Nicol & Leslie, Fourways





The new SYM Jet 14

scooter has not yet arrived

on dealers floors here in

SA, but that did not stop

us from getting to test the

only one in SA.

Words: Michael Powell

SYM South Africa gave me the

new and very stylish SYM Jet 14

200i ABS to test.

Excitedly I looked on as it arrived. My

first thoughts of the scooter were “Wow!

What a great looking scooter!”

It has a sharp styled LED taillight

and running LED day headlights that

immediately grabs your attention.

Suddenly, it dawned on me that at the

end of the day it’s still just a scooter, and

we all know what that means. I caught

myself thinking this would be another

overpriced, under powered scooter.

Sceptical at first, I decided to give it a

try and see what the hype is about.

I was very soon swallowing my words

and felt utter remorse for even thinking

it is “just” another scooter. With a

lightweight of only 116kg as well as its

168cc fuel injected motor, it made me

launch off the line like a rocket ship. The

acceleration was amazing, the handling

easy, and all while looking beautiful.

This SYM model has 14 inch rims,

which makes running around town,

commuting in traffic and everything in

between so easy and effortless.

Eventually I had to stop for some

more go-go juice and was surprised

to see the tank was a mere 7L. If you

ride like me, you should get around

35km/L “flat out riding”. To me this was


I soon found myself falling in love with

this awesome looking scooter and I was

in awe of its performance. I decided to

take it home through peak hour traffic to

see what it could really do.

After I phoned the wife to let her

know that I was using this nippy scooter

home, she conveniently asked me to

stop off at the shops and grab her a

list of things. Listen, no jokes, I was

so impressed with how much you can

pack in the storage compartment under

the seat.

Very soon after arriving home

I realised what a mistake I made

bringing the scooter home, because

my wife was head-over-heels in love

with the styling. We agreed to go for

a joy ride so she could experience the

performance and all this scooter has

to offer two up. It still had great power

with perfect acceleration, taking corners

conveniently. The next thing I get a prewishlist

for Christmas in the post box…

Once these scooters land in the

country, which by the way should be in

around 2 or 3 months time, you looking

at a price of around R22 500, if the

rand does not take a big drop without

warning. I would gladly get the lady one.

Even at R27 500, because she doesn’t

know it yet but me, a superbike lover,

will use it more often than not!

It’s mind boggling to me why more

people aren’t commuting, but I can

confidently say the solution is now here.

If I can give you some advice, pre order

yours today to avoid disappointment!

Thank you SYM South Africa, for a

real joy ride!


Engine: 168cc Single, four-stroke

Overall height: 1140mm

Overall length: 1986mm

Tank capacity: 7.5l (approx)

Dry weight: 116kg

Price: R22,500 (estimated)





Dunlop’s new Q3+ sportsbike tyre arrives in SA

Two days before its launch at the 2018 SA Bike Fest,

Dunlop SA invited us along to Kyalami for an exclusive

test on their all-new Q3+ sport tyre.

Words: Rob Portman Pics: Gerrit Erasmus

It seems as if the tech guys at Dunlop

have no lives. They are continuously

working on the next best motorcycle

tyres, one after another. They have

been at it again, improving on their

already stellar sports tyre.

Last year they released their all-new

sportsbike tyre – the Q3. If you’ve spent time

on Dunlop’s Sportmax Q3 or read my glowing

review on the tyre last year, then you already

know that it sits at the pointy end of the

sporty street tyre category. With good stability,

grip, and feedback, it’s been the go-to option

for serious street riders who want to do a

trackday or two without having to change

rubber. The problem? Those riders weren’t

quite getting the mileage they’d hoped for on

the street. Dunlop figured they could solve

this, while not sacrificing performance.

Enter the Sportmax Q3+.

Now, pay careful attention because this

is about to get technical. As with the Q3,

the Q3+ features multiple technologies and

acronyms. This includes Dunlop’s Carbon

Fiber Technology (CFT), which uses a

carbon fibre reinforcement element in the

sidewalls for improved cornering stability; a

MT Multi-Tread technology at the rear tyre,

with a long-wearing compound in the center

complemented by traction-focused shoulder

compounds; and an Intuitive Response Profile

design, which helps with steering quickness

while also providing a larger contact patch

when cornering.

Differences? The long-wearing center

compound on the rear tyre now uses a

special, silica-infused resin rather than a

carbon-black material, which improves wear

characteristics on the street. The carbon

black-based shoulder compounds are a

similar recipe, but the process Dunlop has

taken to get there is different and ultimately

changes tread tension, for an even greater

footprint at lean. Dunlop suggests that 80

percent of the rear tyre is new, the company

having also made small changes to the

carcass, inner liner, bead, and sidewall.

There are tweaks to the front tyre

compound, but those changes are all very

small, Dunlop says, “because performancewise,

the front tyre, was already there.”

Overall performance claims are just as

bold, Dunlop claiming that the Q3+ is a full

second faster than the Q3 on track and lasts

30 percent longer than on the street. So,

it’s more performance oriented, and longer

lasting, Dunlop says. Versatile.


Does the extra plus work?

I was invited along to exclusively test the new Dunlop Q3+

tyre at Kyalami, just a few days before its offi cial release here

in SA and the 2018 SA Bike Fest. Fitted to a stunning new

Suzuki GSXR1000R, wrapped in the offi cial MotoAmerica

colours of Factory rider Roger Hayden.

The new Q3+ felt solid out on track. Stable under hard

braking while offering razor-sharp agility in the turns. Loads of

grip at every part of the tyre, sidewalls to centre, so much so

that I even had the confi dence to turn the traction control off.

The tyres kept the aggressive nature of the GSXR1000R

under control and also helped highlight the bikes handling


Overall for the day I left very impressed, but I would still like

to test the tyres properly out on the road to see how it holds up

and what kind of mileage it offers. That test will come soon.

The new Q3+ is now available at dealers Nation-wide and

are well priced at R3800 for a 120 front and 190 rear set.

Dunlop SA’s official test rider and tech

man, AJ Venter, also did some laps to help

understand and give feedback on the tyre.

The Dunlop Q3+ is a great looking tyre

that works. Its grooves and lines fit in

perfectly with sporty bikes looks, but

most importantly, they work!

The new range of Scorpion helmets are set to

arrive in SA soon and will be available at most

motorcycle accessory stores country-wide.

The range is going to be extensive and very

well priced. This EXO 710 Air will retail just

shy of R5000, which is excellent value for a

track ready, high-specced lid.

While testing the new Dunlop

tyres I also managed to

try out the new Scorpion

EXO 710 Air helmet and

Metalize race suit and


Scorpion helmets are

making a welcome return

to SA, after a few years

out. The brand was never

really that well represented here in SA, but

now under the Henderson Racing Products

banner it’s already looking better.

The EXO 710 Air is the model just below the

top of the range EXO 2000 EVO Air and is

ideal for track or everyday street riding.

It offers all the protection features you need

and want from a top-grade helmet. Its unique

Airfi t Concept features a pump that allows the

rider to customize the fi t of the helmet thanks

to the padding of the

cheek pads mounted on

adjustable bearings with

complementary sound

attenuation. So even when

the pads start wearing out

after years of sweaty abuse,

you can still pump it up to help

fi t nice and snug. There is a release

valve as well.

The EXO 710 Air is packed with modern-day

tech and a ventilation system that works. Also

refreshing to see a visor release system that

is easy to understand and use.

The shape and style of the helmet is stunning,

with curves and lines that stand out. The 3D

like bulging Scorpion logo on the front is so

cool and out on track, even at speeds over

250kph, the helmet showed off great noise

damping and solid fi t.

Metalize Yourself

Henderson Racing Products have also

recently launched their new range of Metalize

riding protection gear. From textile jackets, to

top-grade full leather suits like the one I tested

here. Nice fi t, well ventilated with a solid safe

feeling and modern styling - what more could

you ask for? Better yet, it’s one of

the more affordable suits

out there priced at only


I also got a new set

of the Metalize

gloves, which

not only look

great but feel

great too.



with the

new Metalize

range and look

forward to


some more

time in it

over the

course of

the year.


SHARK Lorenzo White Shark

Limited Edition RACE-R PRO lid

SHARK Helmets offers a limited and numbered edition of the RACE-R

PRO Replica White SHARK worn by Jorge Lorenzo during the Grand Prix

of Aragon in 2016. There is only 500 copies worldwide and a very limited

amount available in SA.

Redstar Shop has managed to get some of the limited edition helmets,

which includes some very cool extras.

Premium Package Includes:

• Exclusive “White SHARK” design helmet case and cover

• A “Dark smoke” anti-scratch/fog

• A pair of Skull Riders “SHARK attack” goggles

• Sponsor stickers & “SHARK Eyes” stickers included

• SHARK Helmets RACE-R PRO Lorenzo White Shark Limited Edition was

developed to meet the requirements of the highest level of competition:

lightness, stability, comfort and perfect ventilation.

Price: R13,500

From: RSR Shop - Donovan 079 219 3182

SUMOMOTO Paddock Stands

Wesellparts.co.za has just unpacked new top-quality Sumomoto paddock stands. There

are a few styles available for front and rear wheel and are adjustable to fit most make and

model motorcycles.

Wesellparts.co.za also stocks the

full range of other Sumomoto

products which includes

tyre warmers, levers, carsh

protectors, lap timers etc...

Price: From R550each

From: Wesellparts.co.za -

Tel 011 088 9240/9251

PUIG Belly Pans

Puig offers a wide range of high quality belly pans for most

make and model motorcycles. Their products are TUV and

ABE approved and are simple to fit.

Pictured here is the Puig belly pan available for KTM 1290

Superduke R models - from 2014 to 2018.

Not only do the belly pans help protect your motorcycle,

they also give it some extra styling.

Available in solid plastic and carbon fibre.

From: www.trickbitz.co.za - 011 672 6599





MV Agusta pays homage to its efforts in World Superbike and World Supersport by

offering RC (Reparto Corse) editions of its top sport bike platforms. We test the only F3

800 RC version available in SA. Words: Rob Portman Pics: Roel Ackerman & Rob Portman

Style; you know it when you see it…

and real style, it’s not skin deep. It

has substance. Art becomes action;

that is true genius. Having the vision to

create something with that wow factor - a

wow factor that works. MV Agusta’s journey

of imagination to the reality of what they

now produce has made the rough road of

motorcycle design look smooth, no matter

where the path nor the conditions lead.

Perfection. Can there be such a thing?

Despite major setbacks over the years, MV

Agusta’s ideal of panache has remained,

that style staying true to its ultimate design.

That is a sign of a company inspired

by faith to follow a winning formula. They

carry on throttle wide open and eyes on the

ultimate prize; to build the most desirable


Back in business

After a very rough patch between 1971 and

1980, when the company was eventually

forced to shut its doors, the MV brand made

a return in the early 90’s. This is when things

really got exciting for the iconic Italian brand.

Cagiva purchased the MV Agusta name

trademarks in 1991. In 1997 it introduced

the fi rst new MV Agusta motorcycle. The

new bikes were four-cylinder 750cc sports

machines, the F4 range, which included

a series of limited production run models,

such as the all black paint work SPR model

(Special Production Racing). In 2004, they

introduced their fi rst 1000cc bike. Then

2004 marked the end of production for

the 750 Sport machines, with a limited

production of 300 SR (Special Racing)

models in the traditional red and silver livery.

MV Agusta also made a limited number of

F4 750cc and F4 1000cc Senna editions in

memory of the late Formula One champion,

Ayrton Senna. They recognized him

having been an avid Ducati and MV

Agusta collector with these releases,

in aid of the Instituto Ayrton Senna,


“It adds extra bite and bark to the

animal lurking inside both the bike

and me, enticing the faster, racier side

of my soul to come out and play – it

reveals my RACE FACE!”


his charity foundation in Brazil for children and

teenagers. Three hundred of each model were

made in the early 2000s. In 2005 MV Agusta

introduced the Tamburini 1000, which was

named after its creator Massimo Tamburini,

who had previously worked for Ducati where he

designed the Ducati 916. Many a top publication

named it the best sportbike in the world.

The well tagged “Art of the Motorcycle”

F4 range very much put MV Agusta back on

the map. The styling has gone through slight

changes over the years and still to this day

is considered the best looking sportsbike on

the market. In 2013, the new F3 675 and F3

800 joined the F4 1000 as MV’s sportsbike

range, offering a wider range of customers the

chance to experience their motorcycle art.

Raved reviews followed with the bikes

not only making customers drool over their

design, but also over build quality and riding

experience. Top grade electronics packages

and components straight off the bikes being

raced at the highest level made for street

bikes that had it all.

Fast forward to our modern-day and MV

Agusta have taken their F3 and F4 range to

another level of uniqueness and excellence

by releasing the RC range – Race Replica

models that can be enjoyed out on the road

by the lucky few that can afford one of these

limited bikes.

RC stands for Reparto Corse

MV has a rich racing history having won

270 Grand Prix motorcycle races, 38 World

Riders’ Championships and 37 World

Constructors’ Championships with legendary

riders such as Giacomo Agostini, Mike

Hailwood, Phil Read, Carlo Ubbiali, Gary

Hocking and John Surtees. After almost 32

years out, the company planned its return

to the world racing scene for the 2008

Superbike World Championship season; Carl

Fogarty’s English-based Team Foggy Racing

was going to run the team. The project was

sadly aborted due to a lack of sponsorship,

but how interesting would that have been


Finally, in 2013 the MV brand was back on

the world stage with their new highly-rated

and adored F3 675, competing in the World

Supersport championship with two bikes

managed by Team ParkinGO. Roberto Rolfo

and Christian Iddon rode the bikes, achieving

three podiums. In 2014, MV Agusta made

their offi cial return to racing establishing the MV

Agusta Reparto Corse works team, managing

both World Superbike and Supersport

activities. They have been racing in both World

championships ever since.

Enter the new RC range - one of the rarest

and most collectible motorcycles in history.

MV Agusta’s Reparto Corse range is designed

for a unique clientele; enthusiasts that are

passionate about performance and fanatics

of design. MV wanted to give customers the

opportunity to own models splashed with all

the tech and top components used on their

racing machines, so they released the limited

edition F3 and F4 RC range of bikes, and I

somehow managed to talk my way into testing

the only F3 800 RC machine available in SA.


MV Agusta offers the F3 RC models with a “Special

Kit” for circuit riding. This makes the models

identical to the race version in terms of equipment

and appearance.

The Special Kit features:

• SC Project carbon fiber silencer with carbon fibre

heel guard and aluminum silencer support brackets

• Race ECU with a dedicated mapping to maximize

the increase in performance (133 horsepower at

14,570 rpm on the F3 675 RC and 153 horsepower

at 13,250 rpm on the F3 800 RC).

• Rear set cowl for a single seat

• Machined from billet brake and clutch levers.

• Included are a rear sprocket for race track

gearing, and a rear stand and motorcycle cover are

for maintenance purposes.


“Its racy nature

inspires me to let

loose and like an

addict I give into its


The Ultimate Track Day Weapon

Yes, yes, I can hear you all screaming the

words “you lucky bastard”. I can’t even argue

with that, as I really am a lucky bastard. It’s

every sportbike fans dream to ride a bike

like this – a bike kitted out with all the latest

and greatest tech, able to transform even

the most boring/average rider into a factory

superstar. Now I don’t mean it’s going to

magically turn you into a top racer who can

bang out lap record pace every lap, but rather

have you looking and sounding like a top

racer banging out lap record pace every lap.

That’s basically what this bike will do. It will

no doubt help you shave off some unwanted

seconds on your lap times thanks to its racing

nature, but even if it doesn’t, who cares, it

looks the part!

The stock MV F3 800 is a gem in itself.

Power a plenty from the oh-so-ravishing

3-cyclinder motor and a look and feel

unmatched in its category. The RC version

takes the sensational riding experience to

another level. The arousing sound produced

by the triple motor is accentuated by the

SC Projects pipe fi tted. It adds extra bite

and bark to the animal lurking inside both

the bike and me, enticing the faster, racier

side of my soul to come out and play – it

reveals my RACE FACE! I try to hold back

the overwhelming desire but quickly fail.

I soon found myself attacking every turn

with little-to-no sense of consequence and

the bike, like the perfect drug to an addict,

tickles my senses and sends my body into

a rollercoaster of emotions. Its racy nature

inspires me to let loose and like an addict I

give into its enslavement.

It’s built to go fast and it does! The 153hp

and 88Nm of torque are easily controlled

and managed with the help of an electronics

package designed to reinforce the riders’

confi dence. The throttle is very eager and

snappy so that assistance is welcomed.

Having said that, no more than 2 clicks of

traction control is needed. I found any more

than that was too intrusive and restricting.

I spent the majority of my time out on track

with traction control set on 1.

The motor has enough torque and revs to

hold a gear in places, rather than changing

in-and-out the gears. Less shifts mean

less work, which result in faster lap times,

remember that. The standard quick-shifter

and auto-blip do make shifting through the

gears effortless, so if you are one for shifting


when not needed it won’t hamper you that

much. Corner entry is fast and thrilling with

the combined use of the auto-blip and slipper

clutch. Just bang down on the gear lever and

let the bike do the rest, again inspiring my

racy addiction to relentlessly attack the track.

The bikes ergonomics are aggressive, as

you would expect from a race replica. Its

riding position is a bit harsh on the wrists

and shoulders, so I wouldn’t like to attempt

any long open road rides, but out on track it

installs confi dence as it puts the rider over the

front, ready to attack. It invites you to push

the Marzocchi “UPSIDE DOWN” telescopic

hydraulic forks, which are set up hard ready

for the track. Attacking and hitting the apex

is what the bikes setup promotes and it does

so to perfection. Point it where you want it to

go and it will follow, no fuss, no hesitation.

Braking from the top-grade Brembo system

is sublime. No brake fade whatsoever during

the test. I clamped on the racy adjustable front

brake lever as hard as I possible could at every

occasion and was greeted with nothing but

ultimate stopping power.

I don’t think there is any need to really

touch on the bikes styling and design. Any

man or women with eyes can see that the F3

800 is simply gorgeous. In fact, its almighty

presence could probably give sight to the

blind – it’s that glorious!

Please don’t go

Like any good sexual experience, there

comes a point where you just have to pull

out. Tears of pain and sadness fi lled my

eyes when I knew it was time to pull off the

track and park the bike, bringing an end

to the test. But just like any good sexual

experience, I was left completely satisfi ed.

Every lap was seductive and I had to often

remind myself that this was just a test and

not an actual race.

The F3 800 RC is a race replica designed

to make you look and feel like a top factory

racer and it did just that. While out on track

I felt faster and looked better than I probably

ever have before. It’s sad to think that this

will be the only one available in SA. Every

sportbike freak should be able to experience

a machine such as this.

The only down-side to a bike like this,

packed with all that racy goodness, is the

price. The new retail price of this bike was

R359 999, and this particular model with

less than 900km on the clock, is available as

a demo at R319 999. Yes, that is an insane

amount of money, but what you get is an

insanely good motorcycle that is exclusive

and a true piece of Motorcycle Art.


Engine: 798cc Three cylinder, 4 stroke

12 valve, liquid cooled

Maximum Power: 148 hp @ 13,100rpm

Maximum Torque: 88 Nm @ 10,600rpm

Wheelbase: 1380mm

Seat height: 805mm

Dry weight: 173kg

Price: R359,999 (Demo R319,999)


For this test we fitted a new set of the Battlax Hypersport S21

- the new high-performance street tyre from Bridgestone, who

are the biggest selling motorcycle tyre manufacturer in the

world. The new tyre is sharper, stiffer and offers customers 36%

more life than its predecessor the S20EVO.

Out on track the S21’s handled and highlighted the superb

handling capabilities of the MV Agusta F3 800 RC. It was a

perfect combination and although not labelled a 100% track

tyre (rated 50street 50 track), it felt right at home out on track.

Warm-up did take a bit longer than a soft race tyre, but that is

expected, and once heated up offered ample amounts of grip in

and out of every turn. Stability was really good, while agility was

more than sufficient.

After a full days riding, completing over 45 laps around the

Redstar track, both front and rear tyre wear looked superb,

barely breaking out a sweat, thanks to the dual compound on

the front and triple on the rear, offering soft flex on the sidewalls

for lean angel grip and hard centre for stability and longevity.

The new S21’s are now available in SA and well priced at R4320

inc vat for 120/180 set and R4550 inc vat for 120/190 set.





S21 Hypersport

T31 Sport Touring

A41 Adventure

Available at dealers Nation-Wide

RF Garage


The Effects of Motorcycle Gearing Changes

A discussion on motorcycle gearing, what it means,

and the end result it makes to your machine

One very common modification that riders

tend to make to their machines is to change

the gearing.

Most commonly, riders will do this in an

attempt to make their bikes accelerate quicker

as stock road gearing tends to be longer than

is needed for the track.

In this article we’re going to give you a

relatively basic lesson on how gearing works,

as well as how any changes will affect the end

result you get when you twist the throttle.

What Gearing Means

From the engine all the way through to the

rear wheel, gearing comes into play.

Each part of the mechanical process that gets

the power from the engine to the rear wheel

has it’s own gearing. There are three main

parts to this gearing equation.

Primary Drive – The ratio between the

engine (crankshaft) and the clutch/gearbox.

The Gearbox – Each gear in the gearbox will

have its own ratio, and changing what gear is

selected changes the ratio that goes through

to the final drive.

Final Drive – The ratio between the number

of teeth on the front sprocket (the small one)

and the rear wheel sprocket.

When talking about complete motorcycle

gearing (all of the above) this is referred to as

the total gearing ratio.

Each of the above gear ratios will determine

the level of twisting force (torque) that makes it

through to the rear wheel.

However, around track day and race

paddocks when people refer to changing the

gearing, they are almost always referring to

changing the Final Drive gearing.

Quite simply, changing the size of the

front and rear sprockets to alter the bike’s

performance characteristics.

Now, we’ve almost immediately started talking

about ‘gear ratios’ with little explanation, so let

me help you out…

Gear Ratios

As we’ve indicated, each

of the aspects have what’s

known as their own ‘gear


In real laymen’s terms, this is

the ratio of how many times

the drive sprocket (front)

has to turn before the driven

sprocket (rear) turns once.

So let’s assume you have a 5

tooth front sprocket and a 10

tooth rear sprocket.

In order for the rear sprocket and

wheel to rotate once, the front

sprocket has to rotate twice.

Pic 1:This ratio in written

form is 2:1.

Now let’s assume that you have

a 5 tooth front sprocket and a

15 tooth rear sprocket. Now

the front sprocket has to rotate

three times in order to rotate the

rear sprocket once.

Pic 2: The gear ratio of this arrangement

would be 3:1.

To bring it to more familiar ground, here’s a

more typical gearing arrangement.

A 2004 Yamaha R6 in stock trim, for example,

has a gear arrangement of 16 teeth on the

front sprocket and 48 teeth on the back

(written as 16/48).

Like the example above, in this arrangement

the front sprocket needs to rotate three times

in order to rotate the wheel once, giving

the same gear ratio of 3:1 as the previous


This ratio can also be detailed as a decimal

number (which will help explain the next bit),

which in the instance of a 3:1 ratio is written

as 0.33. This is the result of:

16 front sprocket teeth, divided by 48 rear

sprocket teeth = 0.33

Now we know about the numbers and what

they mean, let’s clarify what that represents.

Lowering the Gearing

With stock road gearing riders often find that

it is a little too ‘long’ for the track and they

would like to ‘shorten’ it.

The term ‘long’ is used because each gear

feels longer to get through than what is

needed for the track, but when they talk about

shortening the gearing what they actually want

to do is lower it.

Lowering the gearing ratio means that you

are actually increasing the difference in tooth

count between the front and rear sprocket.

Sounds confusing, but bear with us.

So as we know a stock 2004 Yamaha R6 has

a gearing arrangement of 16/48.

A very common gearing modification to this

arrangement is to go -1 tooth on the front

sprocket and +2 teeth on the rear. This leaves

us with 15/50.

The gear ratio is now 3.33:1, meaning the

front sprocket has to rotate 3.33 times before

the rear sprocket rotates once.

As a decimal number, this ratio now becomes

0.3 (15 / 50 = 0.3).

So as you can see, before the change the

ratio as a number was 0.33, after the change

the gearing has been lowered to 0.3.

The Changes in Real Terms

We now know that lowering the gearing

is what most riders want to do to improve

acceleration, so let’s look at why that happens

and the consequences of doing it.


Brought to you by

In order to get the wheel to spin up quicker

you can either increase the power output of

the engine, or you can change the amount of

torque that is applied through the rear wheel.

In real simple terms, torque is a measurement

of twisting force applied to an object to rotate

it about an axis.

In this instance, the torque is applied through

the chain and sprocket in order to spin the

wheel around the axle. More torque means the

wheel will spin up easier, and therefore quicker.

By increasing the difference in tooth count

between the front and rear sprocket (and

lowering the gearing) you are increasing the

amount of torque that is applied through the

rear wheel.

The increase in torque means the wheel spins

up easier and you accelerate faster.

The Trade Off

As you may already know, when you change

the gearing like this the trade off comes in the

way of top end speed.

By lowering the gearing you cause the rear

sprocket and wheel to turn more slowly in

relation to engine speed.

Slower wheel speed equates to slower road

speed, meaning your bike will be going slower

at any gear and RPM compared to higher

gearing arrangements.

Again, to put it simply, on the red line in top

gear your rear wheel will be rotating slower

when using a lower gearing arrangement,

meaning less top speed.

Front vs Rear Tooth Changes

You may be forgiven for thinking that a

single tooth change to either the front or rear

sprocket would yield the same result.

Afterall, we’re just looking to increase the

tooth count difference between front and

rear sprocket, so why does it matter which

sprocket it comes from?

It makes some sort of sense we suppose, but

this isn’t the case.

The ratio is determined by dividing the number

of teeth on the front sprocket by the number

of teeth on the back as we saw above, so a

change in the number of teeth on the front

sproket will have a more dramatic effect than

the rear.

For example, let’s go back to our original

stock arrangement of 16/48 (0.33) and

change a single tooth at each end separately.

Remember, we’re looking to increase the gap

between the two, so to lower the gearing you

remove teeth from the front and add them to

the back.

15 / 48 = 0.3125 gearing ratio

16 / 49 = 0.3265 gearing ratio

As you can see, removing one tooth from

the front sprocket has a bigger impact than

adding one tooth to the rear.

In actual fact, going down one tooth on the

front is roughly the equivalent to adding three

teeth to the rear. As you can see:

Make sure you fit a MotoGP

appoved chain to your

sprockets like Regina

15 / 48 = 0.3125 vs 16 / 51 = 0.3137

Not exactly the same, but very close.

Gearing Is Always a Compromise

Consider the track you’re riding and ask

yourself if your gearing is correct.

Are you only ever able to get up to fourth gear

on the longest straight? Or are you bouncing

of the limiter in top gear half way down it?

Different bikes will favour difference

arrangements at different tracks. If you’re

really keen like some racers or track day

riders you can have multiple arrangements for

different tracks.

Also consider if your current gearing is making

one of more corners awkward to handle,

such as leaving you too far out of the power

as you exit a corner, and selecting a lower

gear leaves you too high in the rev range, for


Like a lot of aspects of motorcycle setup, it’s

about fi nding the best compromise for the

track and conditions you’re riding at the time.

You likely won’t fi nd a perfect setup through

sprocket changes alone, but if you’re still

running stock gearing then you can certainly

make it a lot better.

A Couple of Caveats

Firstly, if you’re making a radical gearing

change from stock, there’s a good chance

you’ll fi nd that your existing chain length is

too short (assuming you’re going for a bigger

sprocket at the rear to improve acceleration).

It’s worth fi nding out the recommended

change length for your new confi guration.

Second, if you’re making a big change this

will also have an effect on wheelbase, and

therefore, geometry.

Be sure to check out www.

gearingcommander.com. A fantastic tool for

testing theoretical gearing changes.







A new engine combined with all that is good from KTM’s Duke

range. The new 790 is set to light up the middleweight naked

category and we got to test it around Kyalami... AT NIGHT!

Words: Rob Portman Pics: Gerrit Erasmus & ZC Marketing Consulting

Normally when 7pm comes

around I am snuggled

nicely in my bed with my

gorgeous wife and baby boy, yes

I’m getting old, but not on the

night of the 22nd of May. This

time I was riding fl at out around

Kyalami and yes, at night!

It was the launch of KTM’s

all new middleweight naked

bike and as usual from KTM

everything about it was unique,

desirable and spectacular! A

night where not only the track

was lite up, but also the smiles

on the faces of all that were


In the middle

KTM’s fi rst nakedbike – the Duke

620 – was released twentyfour

years ago. That machine

heralded the start of a family

which has endured to this day,

made up of single cylinder and

V-twin confi gurations – until now.

KTM has sensed an opening in

the middleweight naked market

and the end result is the new 790

Duke parallel twin. Those last two

words are the most poignant,

as KTM has invested heaps of

money and time – a combined

1.5 million dyno and ‘real world’

endurance testing hours – on the

all-new LC8c engine to make

sure it was cherry ripe to power

the all-new performance street

bike. A good move in my mind,

as a fresh approach was needed.

They threw loads of apples into

this basket, with 250 personals

assigned to this project and

111,111 man hours put in over

the 3 years.

KTM’s development team

considered a midsize V-twin

before deciding that a parallel

twin, more compact and less

expensive to produce, was a

better bet. The DOHC, eightvalve

unit (which KTM calls the


Typically sharp-edged Kiska styling instantly

identifies the 790 Duke as a KTM.

LC8c, for Liquid-Cooled 8-valve “compact”)

has its crankpins offset by 75 degrees (as

opposed to the more common 180-degree

orientation) to give an irregular firing order,

and it is tuned as much for midrange torque

as top-end power. The engine’s two balance

shafts allow it to be employed as a stressed

member of the frame, which in KTM tradition

is made from tubular steel.

A compact, well powered motor fitted snug

into a compact chassis. Sounds inviting yes?

KTM have labeled the new 790 “The

Scapel” and used some pretty big

statements in the briefing – “The sharpest

street weapon”, “Maximising the thrill of the

ride”. Those are big proclamations to make,

but KTM are a brand full of confidence at

the moment and without doubt one of the

most exciting.

Their aim was to release a middleweight

bike to fit perfectly into the Duke range,

right smack in-between the now outdated

looking 690 Duke and top of its class 1290

Superduke R. A modern mid-weight naked

that is happy to do the daily commute, but

also alive enough to attack the twisties. A

naked bike with agility and performance to

satisfy a variety of riders.

Creating a bike to satisfy the edgy

hooligan and more sophisticated rider was

never going to be easy, but after only a few

moments on the bike I could feel that the

new KTM 790 was ready and capable of

satisfying both aspects.

“KTM considered a V-twin

engine before opting for

the more compact paralleltwin

layout. There’s no

denying the engine is

physically small.”


R550 Wednesday & Friday

Track Day FeesR800 Saturday & Sunday





Light it up!

KTM’s a company that thrives on pushing the

powered two-wheel boundaries – it’s MotoGP

campaign the latest example of that – and just

getting out there and doing it. To say the 790

Duke embodies those adventurous elements is an

understatement and the team at KTM SA wanted

to embrace that adventurous side by putting on a

local launch never seen before.

This was no ordinary launch and certainly not an

ordinary bike. Kyalami is a thrilling circuit at the best

of times, but I was about to experience it in a way I

had never before. With the bright lights of suburbia

in the distance, I headed out on track lead by the

familiar shine from the powerful LED headlight I

had seen before on the 1290 SD R at last year’s

24-hour race.

Now, 105hp and 86Nm of torque might not

sound like much coming out of a 799cc motor

but accelerating hard for the first time was very

entertaining. The new motor packs more

punch than a fruit cocktail mix at a Matric

Farewell. It leaps forward eager to attack

whatever is next and just like Robin is to

Batman the lightweight 169kg chassis is

the perfect side-kick, up for any challenge.

Heading into the test I was a bit worried that

the 790 would be lost around the wideopen,

fast-flowing 4.5km circuit – oh how

I was wrong. More than enough power to

enjoy through every gear at every rpm. The

bike I tested was fitted with the optional

extra track pack, so quick-shifter and autoblip

were at my disposal and they just made

the ride even sweeter.

KTM tried to keep costs down by fitting

basic WP suspension front and rear. Nothing

too fancy, but got the job done offering

ample stability and agility. Where the 790 is

definitely not basic is in its electronics, which

“Heading into the test

I was a bit worried that

the 790 would be lost

around the wide-open,

fast-flowing 4.5km circuit

– oh how I was wrong.”

sets new standards for the middleweight

class. KTM has thrown the electronic

kitchen sink at the 790 Duke, with leanangle

sensitive traction control, cornering

ABS and motor slip regulation also a part of

the mix.

A neat TFT display, operated by an

updated and easier-to-use version of

KTM’s familiar four-button switchgear on

the left handlebar, helps scroll through and

select between four riding modes and all

riding aids.

Traction control and ABS were not

intrusive at all, never interrupting or

disturbing my amusing rhythm.

Braking is superb with just the right amount

of bite and pressure on the front lever. Getting

the rear to slide is also easy when set in

supermoto mode. Again, no interfering or

funny shuddering from the ABS.


The 790’s specifically designed Maxxis

tyres gave a good account for themselves. I

was very spectacle riding on a cold track at

night on a brand of tyres I had never ridden

on before. The first lap was a bit slick, but

by the end of the long front straight I was at

full tilt and feeling like I was on fully fledged

racing rubber. Very impressed! Knee

scrapping madness ensued for the rest of

the night.

The Duke could be ridden impressively

hard without getting out of shape or

threatening to do anything nasty, which for a

relatively inexpensive middleweight is pretty


Lights off

I loved the experience of riding the new 790

Duke around Kyalami, so much so that the

Kyalami marshals had to literally drag me off

the track.

The new 790 ended the test with a very

impressive report card and many a raised

eyebrow. All of a sudden, the “Maximising

the thrill of the ride” and “Sharpest

On show was a fully dressed up bike with all the

official KTM Powerparts available, costing around

R40k extra. Well worth it - simply stunning!

street weapon” phrases didn’t seem so

overwhelming, but rather more legitimate to

a machine that did both notably well and is

well worthy of the nickname “The Scapel”.

I look forward to a proper street test

against some of its rivals in the not too

distant future.

The new 790 is available at KTM dealers

now priced at R146,999.


Engine: New 799cc Parallel-Twin Engine

Maximum Power: 105 hp @ 9,000rpm

Maximum Torque: 86 Nm @ 8,000rpm

Wheelbase: 1475mm

Seat height: 825mm (adjustable)

Wet weight: 189kg

Price: R146,999

Visit www.ktm.co.za for more details

“The Duke could be ridden

impressively hard without

getting out of shape or

threatening to do anything

nasty, which for a relatively

inexpensive middleweight is

pretty impressive.”


For one whole night, Kyalami

was splashed with orange

and the thumping sound of

the new 790 twin motor took

center stage.

“I enjoyed every second of

the bike out on the road,

taking every opportunity to

get it up on the back wheel.

It was so easy!” Kyle Lawrenson





While attending world launches, Rob met a crazy Polish rider by the

name of Andrzej Drzymulski - otherwise known as Simpson. He is the

owner of Świat Motocykli (Motorcycle World) magazine over in Poland

and he is one talented rider who can do things on bikes not many can.

We asked him to send us his opinion on the new KTM 790 Duke and he

did, along with some awesome pics. Words: Simpson Pics: Martin Matula

The KTM Duke was once an all-out extreme

machine. Ten years ago, it was a wild hybrid

bike that blended naked and supermoto

bikes. The 2009 690 Duke R was a bike I

loved to ride every possible and sometimes

impossible way. Unfortunately, someone

at KTM viewed the bike as too offensive

with its attitude and decided to tame

down the Duke series. In effect, the

Austrians over the past 7 years

have offered naked bikes lacking

their original hooligan

character and on the

other side had motors

lacking bite to compete

against their naked rivals.

Fast forward to more

modern day and we

fi nally get what we’ve

been waiting and asking

for – the Dukes are back!

It only took me a few twists of the

throttle on the new 790 Duke to

realize that the hooligan status

had been restored. You just can’t

help but fall in love with the new

twin engine. It revs like an MX bike

and offers good power in every

part of the rev range. Wheelies are

effortless in the fi rst two gears and

if you want to go faster, just shift

through the gear using one of the

best quick-shifters on the market.

Saying that, an extra 15hp would

be nice (R version?) to help pull

more violent wheelies coming out

of the turns. After a ride through the

city I wasn’t completely sold by the

suspension, but out on track it showed

it’s possible to get not-so-fancy

suspension to work and enjoy. The 790 Duke

really came alive out on track and was super

precise and extremely fun. The tyres could offer

a bit more grip but were still good enough for

big supermoto styled slides with full control.

The electronics package is really good. There

was no need to switch the ABS off – all you

need on track is supermoto mode switched

on. Simply drop two gears, squeeze the front

brake and control the slide with the back brake.

KTM’s partnership with J.Juan, a Spanish

company, to manufacture their brakes was a

good decision as they work really well – good

power with greater control.

I’m so glad to see that KTM have given their

more hooligan like fans the perfect weapon

for (irresponsible) everyday use with plenty

potential for track and stunt riding. I’m told

there is an R version coming, which I can’t

wait to see and ride. With extra power and

upgraded adjustable suspension, it will be one

of the best bikes on the market.







The Italian brand capitalists on the experience developed in the

World Superbike Championship to create a tyre with multiple

compounds, three on the rear and two on the front, offering

stability and mileage, grip in both dry and wet, and sporty

performance derived from racing. We put the new Pirelli Diablo

Rosso Corsa II tyre to the test at the world launch recently held

right here in SA. Words: Rob Portman

Anything Italian made

usually signals

performance, and when

it comes to tyres, Pirelli

are arguably renowned

for being the sportiest.

But with the updated

Diablo Rosso Corsa II,

Pirelli have added a bit

more practicality to their high performance rubber.

The Pirelli Diablo Rosso Corsa is Pirelli’s

supersport tyre which also incorporates a degree

of road manners. Aimed at the rider who likes

his superbike to share road and track duties, the

design of the tyre is such that you don’t need to

bother swapping them out for a set of slicks to

get useful grip on the circuit. But with the original

Rosso Corsa released in 2010 and with the steady

advancement of power, electronics and reduction

in weight of the superbike category, it was time for

Pirelli to give the model an update.

The Tech stuff

The Pirelli Diablo Rosso Corsa II released for

2018 is the successor to the original that was

fi rst released in 2010. The original version was

designed for two roles with a 50/50 split between

track and road use. The new tyre retains the same

50/50 orientation but due to major improvements

in material, technology and building processes

it works over a much broader spectrum than

before. That means it’s much improved on the

road and better on the track. Tyres are made of

many different components and materials but

starting from the outside it’s easy to see why this

Rosso can role play. The rear has three different

compounds of rubber creating fi ve zones working

over the face of the tyre. The centre section of the

tyre covers the surface of the tyre from the middle

line out until the lean angle gets to 35 degree. That

centre strip is made of 70 percent silica which

gives it good wet weather grip properties. Pirelli has

also managed to work some magic and strengthen


the compound by adding a

cocktail of materials to help on

the durability and warm-up.

The next 15 degrees has a

full silica strip that provides

even better grip than the

centre section of the tyre,

especially in the wet, but

being full silica it has less

durability. That doesn’t

matter though because

that part only comes in

to play when the bikes

on the lean. The fi nal

part of the equation is

the edge, where a full

carbon race compound is

used to give race track like

performance to the Rosso II

and an even greater lean angle

(52 degrees) compared to

the old tyres’ 48. The front

has just the two different

compounds with the full

Silica middle section and full

carbon black for the edges as wear is not as

big a factor, but grip is. The compounds not

all that’s changed with information fl owing

through from the race paddock being used

to redesign the carcass and the shoulder

of the tyre. The black art of building a tyre

is complicated, especially when it comes

to building the base, this new tyre uses the

latest advanced technology and Pirelli’s

secret weapon Lyocell. Lyocell is a patented

Pirelli developed material used instead of

the industry standard Rayon to make the

radial belt which is weaved around the tyre

creating the radial. The Pirelli chemists

found it’s more solid and doesn’t stretch

like Rayon, making it a much more stable

product to use. This new-found stiffness

creates a better stability and feel also

under acceleration. The new tyres

come in just the one front size and six

rear sizes from 160 through to 200 to

suit a broad spectrum of bikes.

According to Pirelli, the changes

have improved mileage, dry and wet

handling, and improved the overall

performance of the tyre over the

outgoing model. But there was only one

way to fi nd out just how good the new

tyres are and that was with a hard road

ride followed by a day at the track.


African Safari

It was refreshing for once to have a world

launch held right here in our beautiful country.

Pirelli deciding to WOW journos from all over

the world with the splendor that is SA.

We were put up at the Hippo Hollow resort

in Hazyview, Mpumalanga and were treated

to a gave drive through the Kruger National

Park before heading out on the famous and

majestic twisty roads that surround the area.

Our road ride consisted of a 165km route

that took us through the famous Sabie 22

through to Graskop, where we would turn

around and head back. This would be a good

test for the new tyres, as it offers a great

mixture of high-speed sections with plenty

of mid-speed corners. The surface is not

billiard table smooth prepared new bitumen,

but rather quite rough and bumpy with many

different surface changes, potholes and

obstacles to contend with - so the Pirelli’s

were going to have to be at their best.

There was a host of top-grade sportbikes

to choose from - naked and superbikes. I

drew the keys for the Ducati Monster 1200 S,

a bike that I have tested before, on these very

roads two years ago and had no problem

riding again. It would be a good choice to

help put the new rubber through its paces.

My initial view on the tyres is one of praise,

straight from the first wheel rotation I had a

feeling of confidence and a feeling of grip.

There was no warm-up period needed, these

tyres seemed ready to go from the start.

On our 165km road run there was a 10km

stretch of dodging potholes, serious potholes,

and that meant a lot of weaving changing

directions even on the straight. Instantly the

bike felt light and nimble in the way it flicked

from side to side and I knew that good things

were to come when we got to the real roads

by the solid feel and feedback I was getting.

When we got to the famous biker Sabie 22

stretch of road I was able to open the taps

and ride the Monster 1200 as it was designed

to be ridden – fast. It was soon apparent that

I was not going to be able to ride as fast as I

had wanted too. Our guide was, let’s just say,

cautious, very cautious, so we did not attack

the 22 anywhere near as fast as I would have

liked, or had been many times before. Our

not-so-fast speed meant I could really push

the limits of the tyres, so no knee scrapping

or rear wheel spinning.

Having said that the tyres did feel very

planted. Stability is a key factor, especially

on a naked bike and the new Diablo Rosso’s

offered complete stability out on the road.

Track time

We were shipped back to JHB for the track

test on the launch, where we headed to the

newly re-vamped Kyalami Grand Prix Circuit

in Midrand, the perfect testing ground for the

Diablo Rosso Corsa II.

With perfect conditions awaiting us and

another mega fleet of bikes, we hit the track

with each bikes recommended tyre pressure

set at factory specs. That put them on the

high range compared to what you would

usually use on the track, but I have to say

even with the standard pressures this is

one impressive tyre. I started off on the new

Honda CBR1000RR SP and it didn’t take

me, or the tyres long to get comfortable out

on track. The new surface is sublime and the

tyres were taking full advantage of that fact

and were stuck to it like a marshmellow to a

kids fingers. Instant knee scrapping with no

tyre warmers being fitted, a testament once

again to the warm-up.

The new Blade was loving the grippy

rubber and it turned into a perfect partnership

around the fast flowing circuit. The carcass

held its shape well and there were no weird

feelings, just confidence inspiring feel from

bank to bank. The front had a great amount

of grip that let me tip in just that bit more if I


was off line with out having any heart in your

mouth moments. The CBR SP is a trackbred

machine with handling capabilities also

unmatched in the superbike category and

the Diablo Rosso Corsa’s were the perfect

partner in crime - the crime being tearing up

the track!

After a very exciting and impressive

outing on the CBR1000RR SP I switched to

the slightly more powerful Yamaha R1 and

almighty Ducati Panigale, which I had to wait

in-line for as every journo wanted it.

This was going to be a slightly harder test

for the new Pirelli’s, as both bikes are a bit

more aggressive in the power department.

Again, the new rubber showed its quality.

Even with full power race mode the rear hung

in there well. These tyres suited the Panigale

perfectly and it’s no wonder they are fitted as

standard equipment. I was able to hit every

line precisely and accurately with no hesitation

or fuss from the black hoops. I was amazed

with the lap times I was able to set on what

are pretty much road tyres (go check out the

on-board video I posted on our Facebook

page of me thrashing the Panigale.)

After riding (hammering) all three bikes flat

out on around the world-class circuit, I had

nothing to fault which is a testament to the

technological advancements of the tyres.

Final thoughts:

So, the Pirelli Diablo Rosso Corsa II is better

than the original and by a fair margin. It feels

just like a race tyre on the track, but with

slightly less grip. That’s not bad, because

that’s the feel that you need to have to enjoy

the ride. The other on-track advantage is the

tyres stability over the course of the day. It did

every session nonstop with guys that know

how to ride and still, the Corsa II stood up to

the task. On the road, I can’t find a bad word

to say with the bike braking, gripping and

steering well even on dirty bumpy surfaces.

We ran recommended pressures throughout

the test and didn’t lower them for the track.

The Diablo Rosso Corsa II will be at the

forefront of the hypersport class for a long

time to come, because its performance is a

step forward and puts its users in good stead

providing improved safety and grip.

The new tyre is now available at dealers

through-out SA.




The new Panigale V4 made

a ridiculous 185hp on Alain’s

Dynojet dyno, officially the

strongest stock production

bike ever on Alain’s dyno.




We have tested Ducati’s new superbike beast out on track on a few occasion now and raved about it. But how does all

that goodness feel out on the road? And was it be able to withstand a couple of days in the hands of The Singh?

There are certain moments that defi ne the

evolution of man as a species. The invention

of cellular communication. Gunpowder and

all its evil kin, the prospect of Elon Musk

releasing a water fueled superbike…

Many moons ago, the silver beauty that

was the R1M melted my heart and singed

my mind. The new Ducati V4 is currently

the evil temptress that has me completely

besotted with wanton lust and irrational

thoughts. (Does one really need a kidney,

a spleen can go, but what purpose does a

slimy spleen serve and how much can you

sell it for on the organ market.)

Sadly, the bike is that incredible. The

Italians have never lacked for creating

social sexual icons that turn the head and

dominate the senses, but the V4 has taken

progressive lines and staggering appeal to

an entirely new level.

The Singh was handed the keys to the

V4 S. He was told it is the “middle” model

in the new machine range and costs some

staggering amount. The salesman waffl ed

on about the electronics and the methods

of engaging the bike, but I was taken at

fi rst glance.

The front end resembles a hawk that is

about gorge on an unsuspecting sparrow,

while the rear end is probably the sexiest

tail piece to have existed. Well until the next

generation of Ducati that is.

Let’s begin our assessment at the level for

those of us ID10T’s that partially understand

digital technology but will walk away in disgust

the moment we cannot return to the previous

screen on the cell phone or when we have

to keep resetting that damn “OK” button and

nothing happens.

You all know of those days (rolls eyes)

The V4 answers the digital simplicity

and innovation call with the easiest system

to access all the bikes multiple features,

electronics and gizmos. It is a simple yes,

no, and return model. The eye catching

LCD display is resplendent in all the

colours of the rainbow. It’s become pretty

standard fair now in most of the bikes, but

some fail horribly. Excess sunlight, creepy

weather, all seem to detract from visibility.

The Ducati Instrument Cluster is visible and

accommodating in all conditions. The digital

tacho dial informs you effectively when the

f%^K to change gear and practically, that is

all you need. The Gods of Technology please

bless the Ducati Engineers and keep them in

good health. This is what us bikers have been

waiting for.

Although the V4 has more options then a

smart phone… perhaps that is exaggerated,

it is simple in its execution and a pleasure to

work with.

Let’s continue this motoring serenade.

Seating position on what feels like

Alacantra is as comfortable as it gets on

a superbike. Levers switches and all the

gadgets are within easy reach.

We placed the bike in sport mode, relying

on the effi ciency of the updated electronic

Ohlin’s and trundled out of show room fl oor.

The V4 gurgling and rumbling like a panther

preparing to hunt.

The thought came to me …it was now a

Du – KAT – Tee, anyway I was feeling rather

punny that day.

You can immediately sense the lurking

power being harnessed under you. The V4

thumps forward so quickly that I actually

got a fright. I slowed down and gently

accelerated this time. Nope, same result.

The engine feels manic. Think of the low

down grunt of a V twin happily merged with

the top end screeching acceleration of an in

line 4 and that is what the V4 is.

Relentless power from 1500 rpm all the

way up to the insane 14900 rev limiter. We

dynoed it as some of you may have noticed.

The red devil made more power in standard

form than any thousand we have tested. It

also demonstrated a respectable 314 km/h

top end. Way more than we anticipated and

a smidgen above the other super’s in the

current market.

It’s light, blisteringly quick and stops with

enough force to give you an involuntary

vasectomy. The chassis on the Kat, feels as

light as 250cc and once you crack pen the

throttle on corner exit, the V4 delivers with

robust enthusiasm.

There is NO Flat spot on this machine. I

repeat No Flat spot, any gear, any speed,

it just starts pulling and does not relent.

It’s a pleasure when overtaking, cornering,

slowing and just about at any point.

I have ridden some fast bikes in my time,

mind warping, Newton Law defying animals

that twist and bend the principles of physics

to their whimsical demands. But this new

Kat does it all and then some.

We did a few roll-ons with a mates BM

RR, piped, fueled and well, not standard.

From second gear, the Kat mangled the BM

and pulled a healthy lead on it. Sprinkle in a

few corners and equal riders and good luck

to anyone keeping up with the V4.

The new V4 is a game changer in the

biking industry and all the reviews extolling

its virtues cannot actually explain how

phenomenal its performance actually is.

It will need heat shielding as the bike fries

your behind in traffi c. Probably something

you will not notice in leathers, but still. Whew

it’s toastier than a sunbed in the Sahara.

“I have ridden some

fast bikes in my

time, mind warping,

Newton Law defying

animals that twist and

bend the principles

of physics to their

whimsical demands.

But this new Kat does

it all and then some.”


Heat 8 (when not stopping, 4 in traffic ,save me)

Steering 10

Fuel 9 (amazingly light)

Acceleration 10 (pulls your eyeball into a convex shape)

Throttle 10

Traffic 9

Servicing 10 (20000 km servive interval)

Lights 10 (incredible front and rear)

Wind 8

New Rider 6 (keep all electronics high and rain mode)

Total: 90/100


“The new H2 SX is an

accomplished blend of exhilarating

power and performance, paired

with comfort and efficiency.”






Kawasaki’s latest member of the Ninja H2 family is a supercharged, 200 hp sport bike

with a passenger seat and space for panniers. There’s more electronics and features

standard than on most sports cars, and a better hp-to-weight ratio to boot.


ack in 1971, when I was still very much

in Bag-dad, Kawasaki set the world

ablaze with the introduction of the fastest

production motorcycle ever; the H2. A

two-stroke (those smokey engines) with a

7 500 rpm redline, which was high for the

time, and a 1:1 horsepower-to-weight ratio.

It would send inexperienced riders wheelieing

over backwards and beating their friends

to every red light—but you’d also likely

blow through that red light. The original H2

was nicknamed the Widowmaker for its

ridiculous power and lackluster brakes and

suspension. It was dangerously fast.

Forty-four years later and Kawasaki would

once again stun the world, reintroducing

the H2, but this time swopping the insanely

Words: Rob Portman Pics: Gerrit Erasmus

powerful 2-stroke motor with that of a

1000cc supercharged powerplant. The H2R

was born – a 300hp track-only animal that

would make even Chuck Norris soil himself.

This, again, made the H2 the world’s fastest

production motorcycle.

In 2016, Kawasaki made the

supercharged Ninja H2 available to the

masses. With 100 horsepower less, R300k

cheaper and a license plate and mirrors,

customers who were brave enough, and

more importantly had the money, could

experience the anger and pleasure from the

supercharged litre beast.

I have been lucky enough to have tested

both the H2R and H2 base models. The

H2R brings a whole new meaning to the

word scary, while the H2 was sublime in just

about every aspect. The only problem was

that it was restricted to a small customer

base, not only because of its hefty price,

but also its aggressive nature. Not many

riders could, or wanted to handle that much

power. It’s great for the odd out-ride and

breakfast run sprint, but even that is a lot

of work and leaves your body feeling a bit

battered. However, it’s a riding experience

like no other and one that every biking nut

should be able to engage in. Kawasaki have

now answered the cries from Customers

and Dealers asking for a more refi ned and

user-friendly version of its supercharged

phenomenon. Basically, an H2 you can ride

every day.


Ninja H2 SX

Kawasaki’s latest member of the Ninja H2 family

is a supercharged, 200hp sportbike with a comfy

passenger seat and space for panniers. The bike

is a mix of crazy speed and comfort. As Kawasaki

puts it: “The Ninja H2 SX is the “Supercharged

Sportbike” offering the most desirable street qualities

of Hyperbikes, Sportbikes and Sport Touring bikes”. It

is, in short, wonderfully excessive.

It’s a sportbike with touring features, 200hp, tons of

electronics and a supercharger; no other motorcycle

on the market can be described this way... “It’s a cross

between a hyperbike, sportbike and sport touring

bike” say Kawasaki. “There’s no competition.”

There is no competition and that’s what makes it so

special, apart from the supercharged motor of course.

Kawasaki were very clever in using the one-of-a-kind

engine in a sophisticated platform. They have in the

past released some of the best sport touring bikes –

the ZZR range and more recent Z1000SX. While the

ZZR 1400 is still a valid option, especially here in SA

where it’s loved, the Z1000SX never really took off.

Journos and Customers alike loved the overall feel

and comfort of the bike but were left wanting more

from the engine and electronics.

The new Ninja H2 SX now replaces the Z1000SX

as Kawasaki’s new sports touring option.

Those anger management classes paid off

While Kawasaki’s focus on the H2R and its de-tuned

civilian counterpart H2 were very much on speed

above all else, the H2 SX has been completely

reworked and refi ned for comfort and everyday rider

friendliness. That translates to ergonomics revised for

a less aggressive riding position, an added rear seat

to share in the fun and 58 litres of luggage-carrying

capacity for extended trips. Don’t let the civilities fool

you though. The supercharged 998cc inline-four

engine still coughs up a titanic 200hp, supplemented

with a whirl from the boost that constantly entices

you for more throttle. Kawasaki sent the outraged

powerhouse to anger management classes to help

clam it down. The result is a much more sensible,

effi cient, everyday satisfying agent that is a pleasure

to operate. Power a plenty no matter the rpm or

gear, just twist-and-go. Acceleration is where you

can really feel the advantage of the supercharger,

but overall speed doesn’t feel any faster than a

normally aspirated litre machine. Producing 137Nm

of torque at only 9 500rpm helps deliver the power

faster than anything else out there in the production

superbike category. That’s 13 more than the new allconquering

Ducati Panigale V4, although I still think

the 1100cc V4 Italian Stallion would achieve a faster

top speed. One thing the V4 or any other superbike

does not have is that supercharged whistle on

deceleration, which is still very apparent and fulfi lling

on the H2 SX.

While attending anger management classes the H2

SX did gain a bit of weight, 18 kilos in total. Although,

out on the road this actually helps improve the bikes

overall stability. The chubby weight and 30mm longer

wheelbase give it a much more balanced feel in all

areas, without hampering the handling. It’s no racy

superbike for sure, but the agility is surprisingly good

considering its weight.

“Don’t let the civilities fool you though. The supercharged

998cc inline-four engine still coughs up a titanic 200hp,

supplemented with a whirl from the boost that constantly

entices you for more throttle.”


“The engine is incredibly

smooth and feels like it’s

never being overworked

thanks in large part to the

supercharger. I never felt

that shift-me-now vibration,

and more often than not

found myself in a low gear.”


“The riding position is cozy. It’s the

business class of sports tourers.... and

a seat that doesn’t leave your rear

end feeling like it spent a night in a

Nigerian prison cell.”

The H2 SX is a great bike, but

that WOW factor from the

supercharged H2 is missing.

The standard setup is not ideal for

attacking turns. The front end is soft causing

the front to fl oat a bit in the turns. More

weight is needed on the front, so I would

suggest a couple of turns of pre-load to

load up the front and make it more planted,

which is easily done on the fully adjustable


The riding position is cozy. It’s the business

class of sports tourers with its upright bars

perfectly set, high screen that offers brilliant

wind protection and a seat that doesn’t leave

your rear end feeling like it spent a night in

a Nigerian prison cell. Out on the open road

is where the SX showed its true capabilities,

showing off its allure like a show pony at a


The SX handled the everyday commuting

I did adequately. The clutch was easy to

use and getting the chubby machine on

and off the side stand was a lot easier than

I thought. Seat height is well placed and

even a standard-sized rider like myself never

felt intimidated or uncomfortable. The heat

from the engine was welcomed on the

cold morning commutes, but not so much

in the afternoon heat. Still, it’s way cooler

than the Ninja H2 superbike. The SX’s

engine temperature didn’t spiral once on

the stop-start commute, this thanks to the

massive nostrils at the front helping keep

the hot-headed motor as cool as possible.

They also added that aggressive styling that

makes the H2 so enticing. The clutch was

reasonably light and easy to use, while gear

changes were better and smoother than the

old school clutchless way. The gearbox was

not the slickest and this brings me to my fi rst

of the two small complaints I had with the

SX. Firstly, no quick-shifter standard on the

SX model and secondly the same old plain-

Jane analogue/digital TFT LCD dash. On a

new 2018 model bike that cost R260 000

you would think a quick-shifter and colour

display dash would be obvious inclusions as

standard. Sadly, they’re not. They do however

come standard on the top of the range SX SE

model, which costs R40k more, along with

auto-blip for clutchless downshifts, launch

control, heated grips, slightly bigger screen,

braided hoses and very neat cornering lights

built into each side of the fairing. This latter

feature further illuminates the road when

cornering at night.

I can’t for the life of me understand why

Kawasaki would not just have a quickshifter

standard on the SX model. Not only

would it add extra value to the bike, but also

disguise the slightly stiff gear changes. Any

modern-day motorcycle over 500cc should

come standard with a quick-shifter, that’s

how I see it. As for the dash, not sure what

Base SX model dash on top and SE model

bottom. Nice, but could be better.

Kawasaki have against going the route all

its competitors have gone. Nothing better

than climbing on a new bike, turning the

key on and seeing that massive colour TFT

LCD digital screen light up with some funky

graphics. This does not happen on the SX

model, but is better on the up-specced SE

model which comes with a better-looking

colour dash.

Despite these two gripes the SX is still

packed with loads of electronic wizardry.

Everything from cruise control, to the very


intelligent Kawasaki Cornering Management

Function (KCMF) which oversees 3-mode

traction control, wheelie control, engine brake

control and Kawasaki’s Intelligent anti-lock

Brake System (including pitching and corner

braking control). There are three power modes

delivering 50, 75 and 100 % of the engine

capabilities as well as ABS.

Kawasaki claim 25% better fuel effi ciency,

saying it’s “on par” with the Versys 1000,

which gets a claimed 15 kilometres per litre.

That’s a big statement to make considering

it’s a supercharged motor. Kawasaki claims

more than 300 km fuel range from the 19-litre

tank. Out on the open road the best I got was

15.4km per litre, riding patiently and sticking to

the speed limit. That fi gure went up to 17km

per litre when I wanted to explore more of the

supercharged engines power. On the everyday

magazine delivery commute I averaged around

Bridgestone S21 Hypersport

tyres help keep the big bike

planted around the bends

15.8km per litre, again riding more responsibly.

Braking was sharp and effi cient with a great

feel and never once faded during short or long

rides. The ABS gets the job done nicely in the

background without interfering too much.

The SX model is only available in what

Kawasaki call “Metallic Carbon Gray/Metallic

Matte Carbon Gray”, and while it sparkles

exquisitely under sunlight, it doesn’t paint

quite the same portrait parked in the shade.

This is where it loses all its charisma and

highlights the need for some extra colour.

The SX SE models “Emerald Blazed Green/

Metallic Diablo Black” colour scheme looks

much more suited and highlights the bikes

aggressive styling a bit more.


At the end of the day Kawasaki have made

their supercharged engine more refi ned and

open to the everyday rider. The new H2 SX is

an accomplished blend of exhilarating power

and performance, paired with comfort and

effi ciency. While it’s near perfect, you must

anticipate the Ninja H2 SX within its realm of

reality. It’s still a sports bike, just more upright

and relaxed. The bike is a mix of crazy speed

and comfort. As Kawasaki puts it: “The Ninja

H2 SX is the “Supercharged Sportbike”

offering the most desirable street qualities of

Hyperbikes, Sportbikes and Sport Touring

bikes”. It is, in short, wonderfully excessive.

I really enjoyed my time on the SX and

I must take my hat off to Kawasaki SA for

making both models well priced in a market

spiraling out of control. At R259 900 for the

SX you get a lot of bike missing one or two

little tricks and R299 900 for the complete

package SE model, so I would lean more

towards the SE model. Either way, you can

now ride a supercharged bike that does not

want to rip your arms off and have you visiting

the chiropractor after every ride.


Engine: 998cc Liquid-cooled, 4-stroke

In-Line Four with Supercharger

Maximum Power: 200 hp @ 11,000rpm

Maximum Torque: 137 Nm @ 9,500rpm

Wheelbase: 1480mm

Seat height: 835mm

Wet weight: 256kg

Price: R259,900 (SE model R299,900)



Matt Birt has been a MotoGP journalist for 22 years and is now one of the official voices we hear commentating

every MotoGP Sunday. Matt takes us behind the scenes of the MotoGP paddock in this exclusive column.

“Since then, Marquez

appears to have made

it his personal mission

to destroy his rivals.”



When Marc Marquez embarked on

his destructive rampage through

the field in Argentina earlier this

season, he left himself exposed to some of

the most vicious criticism I’ve heard since I

joined the MotoGP paddock in 1996.

He was lambasted for being a reckless

rider whose super aggressive tactics

resulted in an approach to racing that had

little or no regard for the safety of those

around him.

Some of the harshest words were aired

loud and clear by Valentino Rossi, who

unleashed a tirade so brutal that he said

Marquez was destroying the sport with his

risky moves.

Since then, Marquez appears to have

made it his personal mission to destroy his


Stung by the ferocity of the criticism after

Argentina, the Repsol Honda rider has

gone undefeated in the following three

races and maybe even more after reading

this. And he’s done it with performances

that have oozed composure and controlled

aggression. Marc has made his mark

without leaving a mark on anybody.

It can’t be disputed right now that

Marquez is the fastest rider on the planet.

He’s a freak of nature not only blessed with

sublime natural talent for going fast on two

wheels, but he has a set of skills that make

him unique in the modern era of racing.

Marquez crashed an astonishing 27

times in 2017 but probably saved at

least double that tally with his exceptional

knack at defying gravity when his Michelin

front tyre suddenly starts to slide away

underneath him.

He was at it again in Le Mans when he

was almost on the floor at turn 3 while

managing Danilo Petrucci’s persistent

challenge behind him.

Petrucci was convinced Marquez was

down but he dug his elbow and knee into

the ground and pulled off another miracle

save that appears beyond the capability of

anybody else on the grid.


A bamboozled Petrucci was then left

further in awe of Marquez when on the very

next lap he hammered in his fastest lap of the

race less than 95 seconds after he’d nearly

been biting bitumen.

Marquez eventually cruised to his third

straight win for the first time since that golden

run in 2014 when he steamrollered to victory

in the first 10 races.

And it’s all starting to feel rather ominous.

I think Marquez is riding better than at

any stage in his career. He doesn’t need

the helping hand he is getting, with title

rivals Andrea Dovizioso and Johann Zarco

capitulating in France and Yamaha’s challenge

being undermined by its failure to match

Honda and Ducati’s performance with the

controlled Magneti Marelli electronics.

Le Mans was his 38th premier class win

at the age of just 25. Incredibly, he’s won

40% of the MotoGP races he’s started and

only Valentino Rossi, Giacomo Agostini, Mick

Doohan and Jorge Lorenzo have won more

premier class races in history.

And Lorenzo’s tally of 44 looks increasingly

vulnerable if Marquez maintains his winning

touch in 2018.

Le Mans was another perfect

demonstration of how much belief Marquez

has in himself. He used his gut instinct and

the courage of his convictions in France to be

the only rider on the grid to select Michelin’s

hard rear tyre.

To go out on a limb like that shows

tremendous trust in your own ability. He

used the hard compound to obliterate the

field in the morning warm-up by nearly

half-a-second. That was a move bold in the

extreme because early morning temperatures

in Le Mans are so low that even his Michelin

technician expressed grave reservations

about the wisdom of that choice.

Michelin was adamant it was too risky

but Marquez won the argument. With hotter

temperatures for the race, Marquez knew if

he was still in contention with 10 laps to go,

the hard rear tyre would be key. And that’s

how it panned out. He was so much in his

comfort zone with the hard rear tyre that he

said every lap it felt brand new and towards

the end he was ‘cruising’.

As Rossi was quick to point out after Le

Mans, it’s not the fact that Marquez has

established a handsome championship lead

already that should be giving the rest of the

grid sleepless nights. It’s his speed that’s

most concerning.

Victories in convincing fashion in Jerez and

Le Mans came on tracks where Marquez had

only won once previously in his MotoGP career

and where the Honda usually struggles.

Qatar is not traditionally a track he or the

RC213V favours but he finished just a bike

length behind Dovizioso in second.

Had he not imploded in Argentina there

were many expected him to decimate the

field by over 10 seconds.

Warning shots have been fired to the rest

of the field and it’s now time for them to fire

back before it’s too late.

It always takes two to tango and huge

credit for the way Marquez has dominated

2018 goes to HRC.

Their new engine significantly reduced

Ducati’s horsepower and top speed

advantage. Power delivery is also more linear

this year and a large part of the acceleration

woes that have hindered HRC recently have

been eradicated.

With less wheelie on corner exit, Marquez

is no longer having to abuse his front tyre less

in the braking zone, which is the area where

you had to make up time on the Honda in

the past. That meant Marquez tended to

overheat the front tyre and that meant the

margin for error was way less than this year.

And the introduction of a new carbon fibre

swingarm has helped the RC213V be faster

and more consistent on worn tyres.

Marquez has now added

patience and maturity to

his game, making him the

complete package.

Just another day in the office

for Marc Marquez

A vastly improved Honda and the aweinspiring

talent of Marquez makes a potent

combination that will take some stopping.

There’s still a long way to go in 2018 and

the fat lady isn’t singing just yet. It won’t be

long though before she starts warming up.




Girl Power!

What would it be like if women ruled the world? Organized, very organized.

Words: Mieke Oelofsen Pics: Janine Olivier

The 5th of May was International

Female Riders Day and I decided

to leave my fears of group riding

and anti-socialising at home

and joined The Litas on their

Ladies Only ride. For those of you unfamiliar

with them, The Litas is an international

organization, with chapters in 29 countries

and 195 cities, including Johannesburg,

Cape Town and Durban. It is neither a club

nor a cult, with the only requirement being to

respect each other and have a passion for

the open road. The Johannesburg chapter

is run by the lovely Estelle Lötter, and let me

tell you, this lady is dynamite when it comes

to organizing. No lady rider is left to navigate

to a meet or back alone so over-protective

hubbies and partners can relax and let

their better half venture out “alone”. Estelle

hooked me up, and within 5 minutes I had

riding buddies and a meeting spot close by

my home. Of course, the eager beaver in

me made sure I was there 20 minutes early

and freezing my tits off next to the highway. I

had been up since 4am after all, not entirely

trusting my alarm clock to work on Saturday

mornings and dreading being late.

After a fast paced and noisy ride (you

have to have a Harley present) we joined the

rest of the ladies at Engen Longmeadow.

Now if you’re as socially awkward as I am,

you’ll understand my concern for venturing

out to meet complete strangers. Imagine

my surprise when you’re met with hugs and

genuine smiles, and an immediate feeling

of belonging. And that’s what it is all about

for The Litas - individuality and community.

I can neither confi rm not deny having my

helmet fog up a bit afterward whilst catching

some feels.

For those of you wondering – I too was

pleasantly surprised to fi nd the bikes in

attendance varying from a MT-07 to a

Ducati Scrambler, to S1000RRs and a few

GS1200s. We’ve come a long way from the

days of only being spotted on pillion seats.

The rider briefi ng actually made sense,

and after a quick fuel fi ll we were placed in

order of riding experience - newbies in the

front. We were then ready to brave the N3 to

Vanderbijlpark. I have never been too keen

on group riding, and it honestly took a bit of

getting used to being herded by marshals

and a sweeper. You must know that these


ladies take their jobs quite seriously, since

it is so important to the safety of the group.

Riders are encouraged to keep a staggered

formation, following close enough behind the

rider in front to see their face in the mirror.

This ensures that no cars try to merge with

the group, and essentially making it easier to

keep all the riders together. A medium pace

was set by the front-runners, and the rest get

to alternate speeds to catch-up.

A quick stop en-route saw our group grow

even more with splashes of pink and glitter on

Busa’s (nogal!) whilst I hurriedly tried to get all

the bikes and babes on video to send to the

boys back home. Arriving in Vanderbijl I learnt

that it is only polite to point out the potholes

with your feet, as opposed to simply dodging

them, and this effectively makes you look like

a breakdancing drunk.

Hooting and revving announced our arrival

at Gas Monkey – more ladylike than the boys

of course. The ladies parked in an orderly

fashion and casually dismounted before the

mad scramble to check makeup and hair in

one’s mirror commenced. Yes, girls will be

girls, no matter the place.

After the customary group photo, with the

guy having to climb higher and higher on

his chair to get all the ladies in the shot, we

strolled to our reserved tables adorned with

pink balloons. See, unlike the movie Mean

Girls there were no cliques to skirt around only

to find yourself nibbling lunch in a corner on

your own. Nope, The Litas just absorb any

newcomer into the group and you quickly find

yourself seated with a bunch of lovely ladies

you’ve never met before. Young, old, from

all walks of life, on all different kinds of bikes,

I found myself fitting right in. And not just

because of my ovaries, but because that’s

what ladies do, that’s what The Litas do.

Breakfast, or brunch by this point, posed

a rather interesting dilemma to my vegetarian

inclination. A plate of chips or a healthy bowl

of muesli? Condolences went around, and

I was offered all manner of edibles. Luckily,

the coffee more than made up for it, and

the overdose of caffeine had me convinced

that sixteen and sixty sounded alike enough

to stick my arm in the air and squeal aloud

during the prize giving. I’m not saying it was

rigged, but I did win a lovely bracelet set in the

next round. On my real lucky draw number.

I too often find myself as ‘one of the boys’

on biking trips, and I’ve always considered the

female interaction lacking at events and rides.

I’m grateful to have a partner who also rides,

and his antics become our memories, but

what about the lady who is not so fortunate?

Or a woman, no matter her age, wanting

to explore our wondrous world on two

wheels? As humans we yearn to be a part of

something bigger than ourselves, and yet be

able to add our own brand of craziness.

With a mouth full of muesli, I mentally took

a step back and applauded myself for taking

the plunge to ride along. Some of us had no

other common interest besides motorcycles

and the open tar roads, and yet we are a

sisterhood. Be it with a fringed leather jacket

on a hog, pink camo pants on a supersuperbike,

or scuffed toes on a naked.

Time flies when you’re having fun,

comparing death defying riding experiences

and meeting fellow colleagues you only

ever saw in the parking lot, and like all good

things the day had to come to and end. But

not before we broke off into smaller groups

heading in the same direction. My direction

being Pretoria, I joined the die-hards on

a detour to a bar for a drink and a rather

insightful exchange of “What do you do?”.

Bean counters, IT techs and- wait for it- an

aircraft mechanic. The day left me both

humbled and in awe.

I arrived home with 304kms on my trip,

new friendships in my pocket and the biggest

smile on my face.

Any lady riders interested in joining

The Litas or coming along on a ride can

check out their Facebook page – The Litas

Johannesburg & Gauteng or their webpage

www.litas.co to find your local branch.

Here’s to Girl Power.




The ‘Blade and the Beautiful

Our long term Honda CBR 1000RR SP has never looked so good. Our gorgeous Mieke

Oelofsen gave us no choice and made us hand the keys of the new blade over to her.

And like any smart man we never argued and gladly obliged.

Good-looking, well built, always presentable,

a proven pedigree, impeccable manners,

throaty voice – these are just some of the

things that us ladies look for in a ma- I mean

motorcycle. And since ladies are notoriously

hard to please, fi nding one steed that ticks

all those boxes can be a bit of a challenge.

Mr Sato, LPL for the SP, said that the new

Fireblade promises customers “The pure

joy of riding”, and like a true gentleman it

delivers on that promise.

Yes dears, the Honda CBR1000RR

Fireblade SP is the new crush. In red, blue

and white livery for the 25th Anniversary

Edition, the ‘Blade is very easy on the eye,

with lines that will make you swoon.

The SP model has a stiffer price tag

than the base model, and the question on

everyone’s lips is whether it’s worth it. The

semi-active Öhlins suspension is a real

treat - one I’ll get to in a moment - and one I

highly recommend. The SP is also fi tted with

a smooth as silk quick shifter with auto-blip,

which I dearly missed when I got back on

my ol’ faithful.

When the inner hooligan comes out, or

conditions demand it, the Brembo radial

callipers are the backup you want, and will

suit even the most aggressive riding – if

that’s your thing.

Since modern ages allows us to straddle

horse-power and not sit pretty in side-saddle,

we can confi dently swing a leg over to really

appreciate how lean the ‘Blade has become.

The ladies from The Litas who had their

pictures snapped with this dream machine

agreed - through all the gasps and giggles

-that it really does not feel like a 1000cc.

The riding position is less aggressive than

the other litre bikes, but don’t let that lull

you into thinking this bike does not pack a

punch. Honda aced the challenge of powerto-weight

ratio and presenting the ‘Blade

at just 195kgs all fl uids intact, it has really

gone a long way to put Honda back in the

running for top spot. On a 2nd gear rolling

start I quickly learnt that backing down is

not an option. I scooted my booty as far

back as it would go, twisted the throttle and

was amazed at how easy the bike is to Ride

Fast. The screen unfortunately does not

provide a lot to tuck behind and that can

become a bit unpleasant, even for someone

of my stature. The bike offers a languid

cruise at 180kmph while you gather your

eyeballs back in their sockets, but a quick

downshift or two has it hurtling ahead again.

The fi reworks start fi zzling out upper 200’s,

but who’s really counting by this point.

The new dash auto adjusts to ambient

light, and although it initially represented a

bustling magazine rack, the 3 display modes

allows you to drown out the noise and

pick what you want to see. The rest of the

on-hand controls is rather straightforward,

my only gripe being the placement of the

hooter and indicator so close together. The

ladies who prefer to keep their manicure

long might take a while to fi gure out a fool

proof way of working around it, but in my

few rides on the ‘Blade I eventually gave up.

Hand signals seemed more effective than

having to look down to locate it. Inadvertent

hooting just attracts unwanted pervs on the

road, and the Citi Golf drivers will think you

are signalling a dice.

Unlike men who require an operating

manual to get the most out of every ride,

the SP’s adjustable suspension is easy to

play with and understand. 4 main settings

(General, Brake, Corner & Acceleration) to

fi ddle with in a -5 and +5 range and an easy

backup to default means no more asking

the boys for a hand. And it can be done

without having to be stationary, so no having

to pause the action for too long to tweak

a setting or a chafi ng bra strap. Safety fi rst

though, so be sure to keep those lovely eyes

on the road.

The standard end can might not be the

prettiest to look at, but it’s not the worst

either. Although it only slightly caresses

your ears - and unless you’re really after a

performance exhaust – there’s no rush to

break open the piggy bank just yet.

If The Litas welcome is anything to go by,

the ‘Blade SP will fi nd itself on many a lady’s





Seller leads White and Upton


The fourth round of the 2018 SuperGP Champions Trophy took place at the Kyalami Grand Prix Circuit

over the weekend of 25 to 27 May as part of the SA Bike Festival. Words: Paul Bedford Pics: Paul Bedford & Eugene Liebenberg

Clint Seller (King Price Extreme/Bikefi n

Yamaha R1) continued his run of pole

positions when set the quickest time in Friday

afternoon’s SuperGP qualifying session.

He was joined on the front row of the grid

by Michael White (Consortium Shipping/

Ridgeway Sports Bar Yamaha R1) and Morne

Geldenhuis (NCA Plant Hire / Hi-Tech Racing

Yamaha R1), who was making a welcome

return to the track after recovering from his

crash in Cape Town. Daryn Upton (Uncle

Andy Racing Suzuki GSXR 1000) headed the

second row of the grid with Gavin Upton (Turn

Skill Engineering / Shop #74 Yamaha R1), the

fi rst of the SuperMasters riders, alongside him

in fi fth. Beau Levey (Motos KTM Klerksdorp

RC8) rounded out the top six.

In Saturday’s opening race Seller grabbed

the lead from the start with White and

Geldenhuis right behind him. Just as it looked

like Seller was going to disappear into the

distance, the red fl ags came out as both

White and Geldenhuis had fallen in separate

incidents. Both were able to remount and

make it back to the start grid, although White

did have a fairly serious injury to one of the



losing the front

fi ngers on his right hand. At the restart, Seller

again grabbed the lead ahead of a three-way

tussle between White, Geldenhuis and Daryn

Upton. Seller was able to control things from

the front and slowly extended his lead, taking

victory by seven seconds. Despite his injury,

White emerged at the head of the chasing

group to take second ahead of Geldenhuis.

Upton claimed fourth with Dylan Barnard

(Shop #74 Kawasaki) getting the better of a

race-long duel with Levey to take sixth. Levey

also claimed the SuperMasters honours after

Gavin Upton suffered arm pump when he

looked well placed to take the win.

Race 2 took place on Sunday afternoon

and again it was Seller who grabbed the lead,

but a software glitch caused uneven power

deliver from his Yamaha. The fi rst time this

happened, it took Seller by surprize and he

ended up sliding down the road. He was able

to re-mount but had dropped almost to the

back of the fi eld. He was able to ride around

the problem with his bike, but fourth place

was the best he could do. While Seller was

working his way though the fi eld, White was

holding off fi rst Geldenhuis and then Upton

at the front of the pack. Despite the pain he

was in, he managed to hang on to take the


The very brave and very

fast Michael White

Boshoff also crashed

out with just two laps to

go, handing Baker the win.

Behind him, Bester and Staffen were engaged

in their own battle, crossing the line in that

order to join Baker on the podium. Schultz

came home in fourth ahead of Gehlig, whose

fi fth place was his best ever Super600 fi nish.

Dian Nelson crossed the line in sixth on his

TRD Motorcycles Yamaha R6.

win with Upton and Geldenhuis joining him on

the podium. Levey got the better of Barnard

this time to take fi fth and again claim the

SuperMasters win.


Blaze Baker (King Price Extreme/Bikefi n

Yamaha R6) waited until late in the qualifying

session before he ventured out on track. He

then reeled off two quick laps that gave him

pole position ahead of Adolf Boshoff (Uncle

Andy Racing Suzuki GSXR600) and Hayden

Boshoff on the Suzuki was pushing hard to stay with

Yamaha mounted Baker. Sadly, Boshoff tucked the

front heading in to Clubhouse corner

Jonas (Samurai Racing Yamaha R6). Byron

Bester (Hi-Tech Racing Kawasaki ZX6) was

next up with the Cape Town pair of Brandon

Staffen (AJH Cooling/Keating & Jansen

Kawasaki ZX6) and Jared Schultz (Uncle

Andy Racing Suzuki GSXR600) completing

the top six.

Baker and Boshoff were left to fi ght it out

at the front of the fi eld after Jonas crashed

out in the early stages of the fi rst race. There

was almost nothing to choose between the

pair as they regularly swapped positions until

Baker and Boshoff resumed their battle

in the second race, but this time Baker was

able to open a gap which he could manage

to the fl ag. Boshoff had to settle for second

with Jonas, competing in his fi nal race on the

national stage, in third just ahead of Bester.

Schultz and Staffen rounded out the top six.


The BOTTS category joined the SuperGP

riders for another round of their regional

championship. In addition to his SuperMasters

win, Levey also took the BOTTS win in the

opening race. He was followed over the line

by championship leader Thomas Brown

(REHAB Racing Ducati) and James Harper

(Moto Uno Ducati). In race 2, Levey was again

the winner with Harper getting the better of

Brown this time.

The SuperGP Champions Trophy now

takes a winter break before the next round

which is scheduled to take place at the Aldo

Scribante circuit in Port Elizabeth on 25 August.

Awesome rides from both Brandon

Staffen and Byron Bester

Strati on his naked

KTM 1290 Superduke R






5-Time SA Champ, Clinton Seller, recently flew over to France to take on the famous Le Mans 24 hour endurance race.

We managed to sit him down and ask him a few questions about his experience.

Q: How and when did you get the call to

join Team RCL Suzuki for the Le Mans 24

Hour race?

A: I emailed Mike Dickenson in the UK

asking if he had any contact in the World

Endurance paddock. He put me in contact

with the R2CL fuel guy and team manager.

Initially they had no interest in me riding for

them and kinda brushed me off, but I was

pretty determined and sent multiply mails

telling them I won an American endurance

championship and a few SA titles, which

I think forced them to google me (which

straight away went to my East London

wheelie crash, hahaha). I think they decided

to take a risk on me and invited me to a test

at pre Le Mans test.

Q: Did you do any testing beforehand?

A: I was invited to the pre Le Mans test two

weeks before the race. It rained both days

and I struggled quite a lot but ended up the

quickest in the team so it kinda sealed the

deal for me.

Q: What was the biggest adjustment for

you? The bike, tyres?

A: The most difficult part was to adjust to the

fact that the bike had NO traction control,

wheelie control or autoblip. Over the years

with my SA team, Anassis Racing, I have

become used to a very strong electronics

package and feel like I ride it to the electronics

limit, but without those elements it scared me

with some serious slides in the dry and in the

wet it felt like a death machine. This Suzuki

GSXR1000 has about 210BHP, so it’s got a

bit of power.

Q: How was the atmosphere at the race


A: One word… Incredible! 120 000

motorcycle fans going crazy and full on

supporting motorcycle racing.

Q: Michael Dunlop was one of your teammates

for the race, how was it meeting

and working with him?

A: He is a really cool guy, super chilled and

happy to talk about his TT experience and life.

We ended up spending loads of time together

as we were the only English-speaking people

in the team. Unfortunately, he pulled out before

the race day so he left on Friday afternoon. We

still chat quite a lot and hope he can come to

SA this December for a bit of a holiday.

Q: How did practice and qualifying go?

A: There’s no getting around it - it was tough!

We had loads of issues with the feel of the

bike and the front-end setup. I ended up

doing the quickest time in quali for the team,

but we still only ended up 17th but there were

some very factory teams there.

Q: Race day?

A: I must say I was extremely nervous and I

think the team could see that, so they got one

of the other riders to start the race. It’s actually

crazy when you look at the stands and hear

all the screaming and singing of the fans - I

was blown away with the size of the show

and support. There was even an SA flag flying

amongst the crowd which felt cool. Our team

got off to a good start moving up to 15th

in the first stint. I then got on the bike and

managed to move us up to 12th, which I was

pretty happy with, but what it also made me

realize is that 53 min stints are hectic and that

it was going to be a long ass day. When my

second stint rolled around I was now keen to

push, which I jumped on and did. I managed

to get us up to 9th and was chasing 8th

and over did it and tucked the front in the

last turn. I was so heart broken and upset

with myself, but just pushed the bike back

as quick as I could to get to the team. They

were incredible and fixed the bike in 10 mins

and I was back on track in 39th place. Myself

and the other 2 riders now had to push to the

max for the rest of the race to get us back

up. It was extremely hard but my team mates

had loads and loads of experience, one was

an X endurance world champion with 15 Le

Mans races under his belt, so they knew how

to put together very strong stints. That helped

the three of us to move up a few places every

hour. By early morning we were up to 15th,

but all three of us, mainly me, were beyond

tired and it felt like every muscle in my body

was going to just stop working. I learnt how

incredible the human body is, because when I

thought I could do no more, it just kept going

and going and we picked off one place after

the other. In the last hour, we moved up to

12th and that’s where we settled to a safe

pace. Happy, but exhausted.

Q: Will you be riding for the team again?

A: I am hoping to do the Suzuka 8 hour

in September, but the team needs to find

funding and hopefully can get me in.

Q: Is there a chance for any other

overseas opportunities?

A: I’m really hoping to pick up a ride in a

permanent Word endurance team, but at this

stage haven’t got anything on the go. I guess

I got to get hold of teams and hopefully they

saw how I did at Le Mans.


Wow, the response so far is amazing!!

Here are the top few that we have selected so far, You need to

put a bit of effort in not just send a pic of boots, let the guys out

there laugh a bit. LAST CHANCE TO ENTER!

Final selection for the winner to be announced in our July issue.

Good evening Rob,

Please see images of my Dad’s (Brian van der

Bijl) racing Sidi Boots (1973 models) bought

for the TT Summer trial in 1973, they were

also used to race in the South African side car

and road racing championships.

A pic of my dad in flight mode flying off his

side car and lost his knee cap in the process

wearing these Sidi Boots. (1975)

The other image is racing a CB400 Four in


All the best,

Dave van der Bijl




All you have to do is send us an image of your skankiest old

boots - wearing them, not wearing them - whatever. We’ll

judge the best pic and decide on the most

deserving winner. Use your imagination, make

it entertaining, this should be a lot of fun!

All worthy entries will be published and we’ll

announce the winner in our July Issue!

Entries to rob@ridefast.co.za - Sidi Competition

Hi Rob

Hope you doing well. Well

these iare my riding boots

at the moment. Hope it

puts a smile on your face.

My bike boots were misplaced

unfortunately when

we moved. Some lucky

helper needed it more

than me I guess riding

on a borrowed mountain

bike problaby. Hope to put

those great Sidi boots on

hopefully. Thanks for an

awesome magazine.

Keep up the good work

Regards Stein

Me in my 25 year old Sidi

Diadora's that started life

as red and white! Closeup

also attached to prove

they're dinkum!

I'm still using them -

they've been re-soled 3

times! Cheers John Quinn

My name is George

Georgeu, I am 74 years old

and still ride my motorcycle

every day, or at least

as much as I can. Several

times a week.

I own an original pair of

SIDI bike boots, dating

back to 1973. I bought

these boots when SIDI was

in its infancy and I was a

much younger biker. Soon

after I also bought one of

the first ever Honda 250

Elsinore’s in South Africa

(Cape Town) and started

doing lots of dirt riding in my Sidi boots !

These boots were worn daily 24/7 while touring

Europe and Greece in 1975 on a brand new (one

of the first in the world) BMW R90S models.

Did around 60,000km through Europe on the bike

wearing my Trusted, genuine leather SIDI bike


These boots have been track racing on a CB 77,

done many thousands of kilometers off road and

on road and must have done over 200,000 km in

these bots.

The clips are all still original, as are the fastners,

the soles and the leather. Even the insides are

still original. I still often use these boots as they

are still fully wearable and durable.

I have always been a good ambassador for

this brilliant brand with my Original Sidi’s from

1973 and as I am a struggling pensioner I will be a

deserving winner, won’t you say?




Dan the man from lifeatlean.com will help you become that confident and consistent

track rider that you have always strived to be. Over the course of the year we will bring

you articles that will help you improve your riding style and lap times. Words: Dan Netting

Pics: Gerrit Erasmus


Why it’s bad and how to prevent it

Steering into corners too early is a common

trait that can be observed through a large

portion of track riders. From budding track

day goers to seasoned club racers.

It’s a trait that comes from a less than ideal

corner entry approach, with a few skills

potentially contributing to the reasons why

they do it.

In this article I want to specifically touch on

why steering into corners too early is often

bad and some steps you can take to notice

and correct it.

Negative Effects of Steering Too Early

When you steer into a corner too early it

isn’t corner entry that suffers, but rather

what comes after corner entry.

This trait is most detrimental in more simple,

smaller radius corners where turning in early

means you’re going to be waiting longer at

corner exit to get the bike pointed up the

track in the direction you want to go.

This is going to delay your exit drive

because you cannot stand the bike up as

early as you want to, but it can also create

some dangers too.

This delayed throttle drive can leave you

feeling impatient. You’ve passed the apex

and you know you should be beginning

your exit phase and driving out, but

because you can’t stand the bike up you’ll

be tempted to applied more throttle before

you’ve been able to get the bike up off the

side of the tyre. This is dangerous.

It also creates more urgency when you can

eventually pick the bike up, and instead of a

smooth progressive drive out of the corner,

throttle application is more immediate.

This will reduce quality of bike stability

and traction, and you’ll probably end up

shredding tyres quicker too.

How to Know if You Are Steering Early

The biggest indicator will be how you feel

at corner exit. If you feel like you can’t start

your bike pick-up and drive out as early as

you feel you should, it’s likely because your

entry line was too shallow.


You may also find that you’re frequently

running out of space at corner exit too.

This can come from your impatience

brought on from the delayed drive,

meaning you try to start picking the bike

up too early for the line you’re on and the

amount of space you have.

If you’re feeling like your you’re losing out at

corner exit as well as frequently running out

of space, then those are sure fire signs that

your line into and through the corner needs

to be looked at.

As a side note to the above, your entry

point isn’t the only factor in the line you

have at corner exit. For instance, being too

eager with your mid-corner stabilisation

throttle, or being too eager to start your exit

drive can also send you wide and create

these sensations.

However, your entry point and the angle

you create to the apex is a very large factor,

and this will often be the cause of your


How to Prevent Steering Early

So we know why it’s bad, but how do we

prevent it from happening. Here are some of

the skills that can contribute to the habit of

steering into corners too early.

Visual Skill: Without any solid references

for where you want to begin steering you’ll

have a tendency to drift into the corner

early as you naturally perceive it to be the

safest approach to take. Having a solid

point to aim for and then finding it correctly

with your eyes is going to help you create a

better line into the corner and minimise the

tendency to drift in early.

Now, turn markers aren’t essential for

every single rider. More experienced riders

can get by without them, instead using

the picture of the corner ahead to judge

their entry. That being said I would always

recommend finding and using turn markers

if you’re still learning track riding because

it’s a more concrete way of knowing where

you want to begin steering, as well as

knowing if you actually hit the correct spot.

Steering Confidence: If you’re only able

to steer the bike slowly and have little

confidence to steer quicker, you’re always

going to have to enter the corners earlier to

compensate. If you tried to steer later and

didn’t steer any quicker, you’d simply miss

your apex by some margin.

By having a greater confidence to steer the

bike quicker, it’s going to be much easier

to enter the corner later knowing you can

confidently get on the line that means you

hit your desired apex.

Trail Braking: The more you try to attack

the corner on the brakes, the earlier you’re

likely to steer as you work to leverage the

front tyre at corner entry. Using heavy trail

braking into a corner means you cannot

steer quickly, therefore you must steer early.

A good example of this can be seen in

racing. Riders use a shallow entry line

with a lot of trail braking most often as a

defensive line, or as an overtaking line. Now

in a racing environment where the goal is

to simply beat the other rider this isn’t really

a bad thing, but in terms of outright speed

through that corner and whatever proceeds

it, it’s still likely to cost you time.

For instance, in racing riders will often

attempt an overtake like this, but the rider

being overtaken will simple steer later into

the corner to create a better line at corner

exit and re-pass them down the next

straight, possibly even creating a decent

gap to the other rider if the straight is long


If you have the ability and confidence to

attack the corner with a lot of trail braking

and it’s something you do regularly, then

this could very well be the approach that’s

causing your issues at corner exit.

Stay Receptive

The best way to know if this is a problem for

you is to be receptive to how you feel and

the results you’re getting at corner exit.

If you feel you’re losing out in this area,

the first thing I would look at is your corner

entry point and your approach line to the

apex. For newer riders it isn’t uncommon to

get much better results at corner exit simply

from steering a little later and quicker in the

entry phase.

Some corners are going to be more

affected by this than others, however. In

some long radius corners an early and

shallow entry point is favourable as riders

look to create a double apex line through

it, or if the corner is followed closely by

another corner going in the same direction

you’ll take a similar approach.

With that said, the best thing you can do

is look to the places where you feel that

you’re not getting what you want at corner

exit. From there consider your corner entry

approach and if it’s possible to change it.





After a whole month of waiting patiently we fi nally

received some extra bling parts for our KTM 1290

Superduke R long term bike. The transformation

from road going beast to track monster is almost

complete. We are still waiting for our WP front fork

internals, race ready rear shock and rearsets to

arrive and they will be here any day we are told.

For now, KTM SA have fi tted the full system

genuine Powerparts Akro, track pack which includes

quick-shift and auto-blip and some other bling KTM

Powerparts designed especially for the SD 1290 R.

The splash of shinny orange and carbon Powerparts

really do add some extra fl avour to an already mean

looking machine and the pipe not only looks great,

but transforms the bikes performance to another

level. It amplifi es the thumping LC8 motors sound –

this thing is now louder than Rocky’s cries for Adrian.

My neighbours aren’t too impressed….

We didn’t have time to put the bike on the dyno,

as it was needed as a test bike for the SA Bike

Fest, but will do so for next month’s article. No dyno

chart is needed though, we can feel the extra power

straight away. It punches harder and surges forward

with no remorse. It’s Hulk on steroids! The track

pack helps de-activate the nanny electronic aids

trying to tame the beast, so now it just wants to let

loose. The hooligan has been let out of its cage.

“It amplifies the thumping

LC8 motors sound – this

thing is now louder than

Rocky’s cries for Adrian.”

The addition of quick-shift and auto-blip are

welcomed and help disguise the standard bikes one

slight imperfection – stiff gear changes. It transforms

the industrial feeling gearbox into a silky-smooth

Dove advert and just adds even more seductiveness

to the package.

Soon we will have all the parts fi tted and ready to

attack the track, which we are so excited to do. Rob

will be entering some BOTTS races and we will also

be doing some of the endurance races. First up, the

8 Hour at Phakisa on the 30th of June, where we will

be entering a 4 man team supported by Dunlop SA.

Can’t wait!

Powerparts Goodies list:

Akrapovič Kit “Evolution Line” - R36 000

Front Carbon Fender - R4 300

Track Pack - R5 000

Ergo Seat - R2 300

Fuel tank Quick Lock - R2 150

Clutch/Brake Reservoir Cover - R360 / R710

















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Email: info@trickbitz.co.za

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